TABLE OF CONTENTS 0 - Sea-Doo.net

Section 07 ENGINE MANAGEMENT (DI)Subsection 01 (TABLE OF CONTENTS)TABLE OF CONTENTS 0OVERVIEW............................................................................................................................. 07-02-1OPERATING PRINCIPLE.................................................................................................... 07-02-2AIR INDUCTION................................................................................................................. 07-02-2AIR COMPRESSOR SYSTEM............................................................................................ 07-02-2FUEL DELIVERY SYSTEM................................................................................................. 07-02-2BASIC OPERATION ........................................................................................................... 07-02-2AIR/FUEL RAIL ASSEMBLY .............................................................................................. 07-02-2FUEL PUMP MODULE....................................................................................................... 07-02-3ELECTRONIC MANAGEMENT.......................................................................................... 07-02-4MPEM (Multi-Purpose Electronic Module)...................................................................... 07-02-4IGNITION SYSTEM............................................................................................................ 07-02-8COMPONENT INSPECTION AND ADJUSTMENT .............................................................. 07-03-1GENERAL ........................................................................................................................... 07-03-1FUEL SYSTEM ................................................................................................................... 07-03-1ELECTRICAL SYSTEM....................................................................................................... 07-03-2AMP CONNECTOR PIN-OUT ............................................................................................ 07-03-3QUICK FUEL PRESSURE TEST ........................................................................................ 07-03-4AIR INDUCTION SYSTEM................................................................................................. 07-03-5THROTTLE BODY .............................................................................................................. 07-03-5AIR COMPRESSOR............................................................................................................ 07-03-9PRESSURE TEST ............................................................................................................... 07-03-9REPAIR ............................................................................................................................... 07-03-10FUEL DELIVERY................................................................................................................. 07-03-13FUEL PRESSURE REGULATOR........................................................................................ 07-03-13FUEL INJECTOR ................................................................................................................ 07-03-14AIR/FUEL RAIL ................................................................................................................... 07-03-15DIRECT INJECTOR ............................................................................................................ 07-03-17FUEL PUMP ....................................................................................................................... 07-03-18ELECTRONIC MANAGEMENT.......................................................................................... 07-03-23MPEM REPLACEMENT ..................................................................................................... 07-03-23THROTTLE POSITION SENSOR (TPS) ............................................................................. 07-03-24CRANKSHAFT POSITION SENSOR (CPS) ....................................................................... 07-03-26MANIFOLD AIR TEMPERATURE SENSOR (MATS)......................................................... 07-03-28WATER TEMPERATURE SENSOR (WTS) ........................................................................ 07-03-28MANIFOLD AIR PRESSURE SENSOR (MAPS)................................................................ 07-03-29EXHAUST GAS TEMPERATURE SENSOR (EGT)............................................................ 07-03-30KNOCK SENSOR (KS) ....................................................................................................... 07-03-30RAVE SOLENOID ............................................................................................................... 07-03-31IGNITION COIL .................................................................................................................. 07-03-32SMR2003-049_07_01ATOC.FM 07-01-1

Section 07 ENGINE MANAGEMENT (DI)Subsection 01 (TABLE OF CONTENTS)TDC SETTING..................................................................................................................... 07-03-34SPARK PLUGS.................................................................................................................... 07-03-38CRANKING SYSTEM.......................................................................................................... 07-03-39DI SYSTEM TEST SUMMARY........................................................................................... 07-03-39DIAGNOSTIC PROCEDURES................................................................................................. 07-04-1GENERAL............................................................................................................................ 07-04-1FAULT DETECTION AND COMPENSATORY ACTIONS .................................................. 07-04-2COMPONENT FAILURE WARNING SYSTEM .................................................................. 07-04-2VCK (Vehicle Communication Kit) ................................................................................... 07-04-4DI SYSTEM FAULT CODES ............................................................................................... 07-04-507-01-2 SMR2003-049_07_01ATOC.FM

Section 07ENGINE MANAGEMENT (DI)Subsection 02 (OVERVIEW)OVERVIEW 0F12F03TSMR2003-023_07-02A.FM 07-02-1

Section 07 ENGINE MANAGEMENT (DI)Subsection 02 (OVERVIEW)OPERATING PRINCIPLEThe Orbital Combustion Process (OCP) provides astratified combustion process resulting from thedirect injection of a finely atomized fuel spray (lessthan 10 microns). This is achieved by using a pneumaticallyassisted direct injection system, aunique combustion chamber geometry and a precisecontrol of the combustion process by theMPEM (Multi-Purpose Electronic Module).AIR INDUCTIONAir for combustion is drawn directly at the base ofthe engine through two 46 mm throttle bodies.The air flow is controlled by two throttle plates.The air continues through the reed valves into thecrankcase.F12D01AFUEL DELIVERY SYSTEMBASIC OPERATIONWhen the piston reaches the correct position, theMPEM opens the fuel injector and fuel is dischargedinto a cavity inside the direct injector.Next, the direct injector opens and the fuel is dischargedinto the combustion chamber by the compressedair which breaks the fuel up into a veryfine mist in the process. This air/fuel mixture isthen ignited by the spark plug.AIR/FUEL RAIL ASSEMBLYF12F05A 11TWIN 46 mm THROTTLE BODIES1. Throttle position sensor (TPS)AIR COMPRESSOR SYSTEMThe air compressor supplies the compressed airrequired for fuel atomization in the air injector. It isintegrated with the engine and mechanically drivenby the counterbalance shaft. It also supplies theair pressure required to operate the RAVE valves.24 3 2 6F12F06A5TYPICAL1. Air/fuel rail2. Fuel injector3. Fuel pressure regulator4. Air pressure regulator5. Air inlet hose6. Fuel inlet7. Air return8. Fuel return7 1 807-02-2 SMR2003-023_07-02A.FM

Section 07ENGINE MANAGEMENT (DI)Subsection 02 (OVERVIEW)The air/fuel rail assembly is mounted on top of thecylinder head. It provides support for the air/fuelinjectors and both air and fuel regulators. It alsocontains passages for the air and the fuel. The railis a small reservoir for the injectors that keepsenough fluid at the proper pressure to supply theinjectors demand.FUEL PUMP MODULEFuel InjectorFuel injectors are used to provide fuel from thefuel rail to the direct injector.Fuel Pressure RegulatorA fuel pressure regulator controls the pressure insidethe fuel rail, and allows the excess of fuel toreturn to the fuel tank. The fuel pressure regulatorregulates the fuel pressure at approximately185 kPa (27 PSI) higher than the air pressure in thefuel rail. The back side of the diaphragm is exposedto the air rail pressure. As the air pressureincreases in the fuel rail, the fuel pressure neededto open the regulator will increase equally.The differential pressure regulation utilizes the airpressure reference signal to maintain constantpressure drop across fuel injector orifice.The initial operating pressure of the regulator ispreset by the manufacturer and is not adjustable.Direct InjectorAlso called air injector, two direct injectors (oneper cylinder) are used to inject air/fuel mixture intothe combustion chamber.Air Pressure RegulatorAn air pressure regulator regulates the pressure ofair delivered by the air compressor.It regulates the pressure developed inside the airpassage to approximately 550 kPa (80 PSI).The initial operating pressure of the regulator ispreset by the manufacturer and is not adjustable.F12D0AAThe fuel pump module is located inside the fueltank. The module includes the fuel pump and thefuel level sensor.Fuel PumpIt operates at a nominal pressure of approximately735 kPa (107 PSI).Fuel FilterA mesh filter is located at the bottom of the fuelpump module inside the fuel tank. An inline fuelfilter is also installed on the fuel line going to thefuel rail.SMR2003-023_07-02A.FM 07-02-3

Section 07 ENGINE MANAGEMENT (DI)Subsection 02 (OVERVIEW)ELECTRONIC MANAGEMENTMPEM(Multi-Purpose Electronic Module)The electronic fuel injection is equipped with aMPEM. It is also called ECU (Electronic ControlUnit). It is the brain of the electrical system/fuelinjection system.F12D0EA1TYPICAL1. Multi-purpose electronic module (MPEM)The MPEM is mounted in the front of the watercraft.The MPEM is directly powered by the battery. It isresponsible for the following engine management/electrical functions:– interpreting information– distributing information– start/stop function– DESS (Digitally Encoded Security System)– ignition timing maps– injection maps (fuel injector and direct injector)– MPEM contains a total of 34 maps (injectionand ignition) for optimum engine operation in allconditions– engine RPM limiter– etc.The MPEM features a permanent memory thatwill keep the programmed safety lanyard(s) active,fault codes and other vehicle information, evenwhen the battery is removed from the watercraft.MPEM — General FunctionsSafety Lanyard ReminderIf engine is not started within 5 seconds after installingthe safety lanyard on its post, 4 shortbeeps every 3 second interval will sound for approximately2 hours to remind you to start the engineor to remove safety lanyard. Afterwards, thebeeps will stop. The same will occur when safetylanyard is left on its post 5 seconds after engine isstopped.Always ensure safety lanyard is not left on its postafter engine is stopped.IMPORTANT: Leaving the safety lanyard on itspost when engine is not running will slowly dischargethe battery.Antistart FeatureThis system allows starting the vehicle only withsafety lanyard(s) that has been programmed to operatea specific watercraft. This functionality is theDESS system. See below for details.Digitally Encoded Security System (DESS)The following components are specially designedfor this system: Multi-Purpose Electronic Module(MPEM), safety lanyard cap and safety lanyardpost.The safety lanyard cap contains a magnet and aROM chip. The magnet actually closes the reedswitch inside the post which is the equivalent of amechanical ON/OFF switch. The chip has a uniquedigital code.07-02-4 SMR2003-023_07-02A.FM

Section 07ENGINE MANAGEMENT (DI)Subsection 02 (OVERVIEW)The DESS circuitry in the watercraft MPEM is activatedat the factory. Therefore, a safety lanyardmust be programmed to start the engine.NOTE: Actually, it is the memory of the MPEMwhich is programmed to recognize the digital codeof the safety lanyard cap. This is achieved with theMPEM programmer (P/N 529 035 878) or the VCK(Vehicle Communication Kit) (P/N 529 035 844).Refer to their operation manual or help system toprogram a safety lanyard.The system is quite flexible. Up to 8 safety lanyardsmay be programmed in the memory of thewatercraft MPEM. They can also be erased individually.The MPEM also offers a special safety lanyard — theSea-Doo LK (learning key) — which can be programmedso that the vehicle can be run only at alimited speed — approximately 48 km/h (30 MPH).Such feature is ideal for first time riders or renters. WARNINGWhen programming a Sea-Doo LK (learningkey), use only a lanyard that is identified forthat purpose. Otherwise, a customer could usea vehicle with a greater speed than he was expecting.NOTE: If desired, a safety lanyard can be used onother watercraft equipped with the DESS. It onlyneeds to be programmed for that watercraft.When connecting a safety lanyard cap on the post,the DESS is activated and will emit audible signals:– 2 short beeps indicate a working safety lanyard.Engine starting can take place.– 1 long beep indicates a wrong safety lanyard isbeing used or that something is defective. Enginestarting is not allowed.The MPEM features a self-diagnostic mode. Referto DIAGNOSTIC PROCEDURES subsection formore information.The memory of the MPEM is permanent. If thebattery is disconnected, no information is lost.When ordering a new MPEM from the regularparts channel, the DESS circuitry will be activated.Gauges Current SupplyWhen installing the safety lanyard it activates thereading of gauges without the engine running. Itwill give access to most functions of the informationcenter gauge without starting the engine.NOTE: The fuel pump will be activated for 2 secondsto build up pressure in the fuel injection system,only when connecting the safety lanyard capto the post.Engine StartingIf the MPEM recognizes a valid safety lanyard, itallows engine to start when the start/stop buttonis pressed.If start/stop button is held after engine has started,the MPEM automatically stops the starter whenthe engine speed reaches 1000 RPM.If start button is activated while the throttle leveris depressed more than 70%, the engine will notbe allowed to start.Engine RPM LimiterThe MPEM will limit the maximum engine speed.Engine StoppingThere are 2 ways to stop the engine.Press start/stop button or remove the safety lanyardcap from its post.Low-Fuel and Low-Oil Level Warning DeviceWhen the fuel level in the reservoir is low, the fuellevel sensor transmits a signal to the MPEM. TheMPEM sends out signals to the beeper and to theinformation center gauge.When the oil level is low in the reservoir, theMPEM sends out a signal to the information centergauge and the pilot lamp on the gauge will turn on.Power DistributionA power supply cut-off relay isolates the batteryfrom the electrical system to prevent batterydrain. When the safety lanyard is installed, the relaythen supplies current to the MPEM.The relay is located in electrical box cover.The MPEM distributes power from battery to allaccessories (except bilge pump which is connectedto battery power on XP DI models). Accessoriesare protected by fuses integrated in theMPEM, in fuse holder(s) close to MPEM or in theelectrical box. Fuses are identified besides theirholder.IMPORTANT: The sensors and injectors are continuouslypowered with the supply from the battery.The MPEM switches the ground to completethe electrical circuits it controls. Take thisinto account when troubleshooting the electricalsystem.SMR2003-023_07-02A.FM 07-02-5

Section 07 ENGINE MANAGEMENT (DI)Subsection 02 (OVERVIEW)MPEM — Engine Management FunctionsF12D0CS07-02-6 SMR2003-023_07-02A.FM

Section 07ENGINE MANAGEMENT (DI)Subsection 02 (OVERVIEW)This engine management system controls boththe fuel injection and the ignition timing.As shown in the DI CONTROL SYSTEM illustration,the MPEM is the central point of the fuel injectionsystem. It reads the inputs, makes computations,uses pre-determined parameters andsends the proper signals to the outputs for properengine management.The MPEM also stores the fault codes and generalinformation such as: operating conditions, vehiclehours, serial numbers, customer and maintenanceinformation.Electronic Fuel InjectionThe MPEM reads the signals from different sensorswhich indicate engine operating conditions atmilli-second intervals.Signals from sensors are used by the MPEM todetermine the injection parameters (fuel maps) requiredfor optimum air-fuel ratio.The CPS and both TPS are the primary sensorsused to control the injection and ignition timing.Other sensors are used for secondary input.NOTE: The EGT sensor does not provide controlinputs to the MPEM. Its sole purpose is to protectthe exhaust system components by emitting awarning signal in the event of overheating.Ignition TimingThe MPEM is programmed with data (it containsignition mappings) for optimum ignition timing underall operating conditions. Using engine operatingconditions provided by the sensors, the MPEMcontrols the ignition timing for optimum engineoperation.Knock SensorA knock sensor is mounted on top of the cylinderhead. It detects specific vibration that would betypically generated by engine detonation. If detonationoccurs, the knock sensor detects it and theMPEM retards the ignition advance temporarily (itgoes in a specific mode) until detonation stops.Engine Modes of OperationThe MPEM controls different operation modes ofthe engine to allow proper operation for all possibleconditions: Cranking, start up, idle, warm up,normal operation, Sea-Doo LK (learning key)(limited vehicle speed), engine speed limiter,flooded engine and limp home (see below).Flooded Engine (drowned mode)If the engine does not start and it is flooded, proceedas follows:Remove spark plug cables and connect them onthe grounding device.Remove spark plugs and dry them using a rag.Cover spark plug holes with a rag.While engine is stopped, depress and HOLD thethrottle lever at full throttle position for cranking.Crank the engine several times.A 1 second beep every second indicates the drownedmode is active.NOTE: Proceeding in this order, no fuel is injected,no ignition occurs and the accumulated fuel in theengine will be expelled.In case of water-flooded engine, if water does notcompletely go out, it may be necessary to removethe air intake silencer then to lean the vehicle sothat water can flow out from throttle bodies.Reinstall spark plugs and connect cables.Start engine normally without applying the throttle.Monitoring SystemThe MPEM monitors the electronic componentsof the fuel injection system and some componentsof the electrical system. When a fault occurs,it sends visual messages through the informationcenter and/or audible signals through abeeper to inform you of a particular condition. Referto the DIAGNOSTIC PROCEDURES subsectionfor the displayed messages and the beepercoded signals chart.Limp Home ModesBesides the signals as seen above, the MPEMmay automatically use default parameters for theengine management to ensure the adequate operationof the watercraft if a component of the fuelinjection system is not operating properly.Depending on the severity of the malfunction, thewatercraft speed may be reduced and not allowedto reach its usual top speed.The engine RPM may be limited to idle if somecritical components fail. In this case, removing andreinstalling the safety lanyard on its post may allowretrieving normal operation.SMR2003-023_07-02A.FM 07-02-7

Section 07 ENGINE MANAGEMENT (DI)Subsection 02 (OVERVIEW)These performance-reduced modes allow the riderto go back home which would not be possiblewithout this advanced system. Refer to the DIAG-NOSTIC PROCEDURES for a complete chart.If a fault occurs and involves a limp home modeoperation, the DI system will reduce engine RPMgradually to the proper level.Diagnostic ModeThe malfunctions are recorded in the memory ofthe MPEM. The memory of the MPEM can bechecked using the VCK (Vehicle CommunicationKit) (P/N 529 035 844) to see the fault codes. Referto the DIAGNOSTIC PROCEDURES subsection.IGNITION SYSTEMThe ignition system consist of different sub-systemswhere some are interrelated.Unregulated AC current is produced by the magneto.Part of the AC current is rectified and regulatedfor the charging system.A 12 volts battery supplies the Multi-Purpose ElectronicModule (MPEM) with DC current.Refer to CHARGING SYSTEM.The following type of ignition system is used:– Digital Inductive System.Magneto SystemThe magneto is the primary source of electricalenergy. It transforms magnetic field into electriccurrent (AC).The magneto has a 3 phase-delta wound stator on18 poles. Capacity is 270 watts.Ignition CoilIgnition coil induces voltage to a high level in thesecondary windings to produce a spark at thespark plug.Two separate ignition coils receive input from theMPEM. Each coil provides high voltage to its correspondingspark plug.This ignition system allows spark plugs to sparkindependently.CAUTION: Do not interchange spark plug cables.The white tape on the ignition coil shouldmatch the white tape on the high tension cable.Both coils are located inside the electrical box.F12R0UCTYPICAL1. PTO side ignition coil2. MAG side ignition coil2107-02-8 SMR2003-023_07-02A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)COMPONENT INSPECTION ANDADJUSTMENT 0GENERALEngine problems are not necessarily related to theelectronic fuel injection system.It is important to ensure that the mechanical integrityof the engine/propulsion system is present:– good jet pump/drive system operation– good engine compression and properly operatingmechanical components, no leaks etc.– fuel pump connection and fuel lines without leaks.Check the chart in TROUBLESHOOTING sectionto have an overview of problems and suggestedsolutions.When replacing a component, always check itsoperation after installation. WARNINGAir compressor hose may be hot. Use a ragor gloves or let hose cool down.FUEL SYSTEM WARNINGThe fuel system of a fuel injection system holdsmuch more pressure than on a carbureted watercraft.Prior to disconnecting a hose or to removinga component from the fuel system, followthe recommendation described here. Notethat some hoses may have more than one clampat their ends. Ensure to reinstall the same quantityof clamps at assembly.– Use the VCK (Vehicle Communication Kit) (P/N 529035 844) to release the fuel pressure in the system.Look in the ACTIVATION section of theB.U.D.S. software. WARNINGFuel lines remain under pressure at all times. Alwaysproceed with care and use appropriatesafety equipment when working on pressurizedfuel system. Wear safety glasses and work in awell ventilated area. Do not allow fuel to spill onhot engine parts and/or on electrical connectors.Proceed with care when removing/installinghigh pressure test equipment or disconnectingfuel line connections. Use the VCK (Vehicle CommunicationKit) to release fuel pressure prior toremoving a hose. Cover the fuel line connectionwith an absorbent shop rag. Slowly disconnectthe fuel hose to minimize spilling. Wipe off anyfuel spillage in the bilge. Fuel is flammable andexplosive under certain conditions. Always workin a well ventilated area. Always disconnect batteryprior to working on the fuel system. Afterperforming a pressure test, use the valve on thefuel pressure gauge to release the pressure (if soequipped).– Always disconnect battery properly prior toworking on the fuel system.When the job is done, ensure that hoses from fuelrail going to fuel pump are properly secured in theirsupport. Then, pressurize the fuel system. Performthe high pressure test as explained in this sectionand pressurize the fuel tank and fuel lines as explainedin FUEL SYSTEM section.Properly reconnect the battery. WARNINGEnsure to verify fuel line connections for damageand that NO fuel line is disconnected prior toinstalling the safety lanyard on the DESS post.Always perform the high pressure test if anycomponent has been removed. A pressure testmust be done before connecting the safety lanyard.The fuel pump is started each time the safetylanyard is installed and it builds pressure veryquickly.SMR2003_024 _07_03A.FM 07-03-1

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)CAUTION: Never use injector cleaning products.They may contain additive that could damage injectorcomponents. A copper wire brush may beused to clean the tip of the direct injectors if necessary.To check air/fuel rail for leaks, first pressurize thesystem then spray soapy water on all hose connections,regulators and injectors. Air bubbles willshow the leaking area. Check also for leaking fuelor fuel odor. WARNINGIf any gasoline leak and/or odor are present,do not start the engine. Repair the leak. WARNINGNever use a hose pincher on high pressurehoses.ELECTRICAL SYSTEMIt is important to check that the following electricalsystem components are functioning properly:– battery– fuses– DESS– ignition (spark)– ground connections– wiring connectors.It is possible that a component seems to operatein static condition but in fact, it is defective. In thiscase, the best way to solve this problem is to removethe original part and replace it with onewhich is in good condition.Never use a battery charger to replace temporarilythe battery, as it may cause the MPEM to workerratically or not to work at all. Check related-circuitfuse solidity and condition with an ohmmeter. Visualinspection could lead to false results. WARNINGAll electrical actuators (injectors, fuel pump,RAVE solenoid, ignition coil and starter solenoid)are permanently connected to the batterypositive terminal, even when the safetylanyard is removed. Always disconnect thebattery prior to disconnecting any electric orelectronic parts.To perform verifications, a good quality multimetersuch as Fluke 111 (P/N 529 035 868) should beused.Pay particular attention to ensure that terminalsare not out of their connectors or out of shape. Thetroubleshooting procedures cover problems notresulting from one of these causes. WARNINGEnsure all terminals are properly crimped onwires and connector housings are properlyfastened.Before replacing a MPEM, always check electricalconnections. Make sure that they are very tight andthey make good contact and that they are corrosionfree.A “defective module” could possibly be repairedsimply by unplugging and replugging theMPEM. The voltage and current might be tooweak to go through dirty wire terminals. Checkcarefully if posts show signs of moisture, corrosionor if they look dull. Clean terminals properlyand then coat them with silicon-based dielectricgrease or other appropriate lubricant (except if otherwisespecified) when reassembling them. If thenewly replaced MPEM is working, try the old oneand recheck if it works.Ensure that all electronic components are genuine— particularly in the ignition system. Installingresistive caps, non-resistive spark plug cables (ormodified length) or non-resistive spark plugs maylead to generate fault codes or bad operation.NOTE: Diagnostic can be done through the VCK.See DIAGNOSTIC PROCEDURES section.After a problem has been solved, ensure to clearthe fault(s) in the MPEM using the VCK. Refer toDIAGNOSTIC PROCEDURES section.07-03-2 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)Resistance MeasurementWhen measuring the resistance with an ohmmeter,all values are given for a temperature of 20°C(69°F). The value of a resistance varies with thetemperature. The resistance value for usual resistoror windings (such as injectors) increases asthe temperature increases. However, our temperaturesensors are NTC types (Negative TemperatureCoefficient) and work the opposite whichmeans that the resistance value decreases as thetemperature increases. Take it into account whenmeasuring at temperatures different from 20°C(69°F). Use this table for resistance variation relativeto temperature for temperature sensors.TEMPERATURE RESISTANCE (ohms)°C °F NOMINAL LOW HIGH- 30 - 22 12600 11800 13400- 20 - 4 11400 11000 11800- 10 14 9500 8000 11,0000 32 5900 4900 690010 50 3800 3100 450020 68 2500 2200 280030 86 1700 1500 190040 104 1200 1080 132050 122 840 750 93060 140 630 510 75070 158 440 370 51080 176 325 280 37090 194 245 210 280100 212 195 160 210110 230 145 125 160120 248 115 100 125CONVERSION CHART FOR TEMPERATURE SENSORSThe resistance value of a temperature sensor maytest good at a certain temperature but it might bedefective at other temperatures. If in doubt, try anew sensor.Also remember this validates the operation of thesensor at ambient temperature. It does not validatethe over temperature functionality. To test it,the sensor could be removed from the engine/muffler and heated with a heat gun while it is stillconnected to the harness to see if the MPEM willdetect the high temperature condition and generatea fault code.When working with injectors, the resistance valuemight test good while the complete current wouldnot flow through the wire when pulsating currentis supplied to the injector in its normal operation.A solution would be to use a jumper wire to directlysupply the injector from the MPEM. If it nowworks, replace the defective wire. A Noid light(available from after-market tool/equipment suppliers)may also be used to validate the injectoroperation.AMP CONNECTOR PIN-OUTUse this diagram to locate the terminal numberson the AMP connector no. 3 and no. 4 of the wiringharness when performing tests.F07F15A18 19 20 21AMP CONNECTOR PIN-OUT (WIRING HARNESS SIDE)SMR2003_024 _07_03A.FM 07-03-3

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)QUICK FUEL PRESSURE TEST WARNINGRead PRESSURE TEST under AIR/FUEL RAILfurther in this section for precautions andsetup to take care of, before performing thistest. The procedure here is a quick summary.Disconnect outlet hose (the one with the fuel filter)from fuel pump using tool (P/N 529 035 714).Connect adapter to pressure gauge as shown.NOTE: On XP DI models, remove seat and rubberplug underneath to gain access to fuel pumpand hoses.231F12R09A1TYPICAL1. Fuel filter2. Fuel line going to air/fuel rail3. Pressure gauge between disconnected hose (inline installation)Install safety lanyard and observe fuel pressure.Do not crank engine.FUEL REGULATOR PRESSURE(when installing safety lanyard)F12R08A1. Pressure gauge (P/N 529 035 709)2. T-adapter (P/N 529 035 710)Install pressure gauge between disconnected hose(inline installation).2185 ± 14 kPa (27 ± 2 PSI)If pressure is within limits, air/fuel rail is workingadequately. Proceed with the fuel pressure testbelow.If pressure is out of limits, refer to FUEL DELIV-ERY below and proceed with the tests describedthere.Crank or start engine and observe fuel pressure.FUEL PRESSURE(when cranking engineor when engine is running)738 ± 14 kPa (107 ± 2 PSI)If pressure is within limits, fuel and air systems areworking adequately. No subsequent tests are necessaryfor the air/fuel system.Remove pressure gauge and reinstall fuel hose. Atinstallation apply engine oil on O-ring.If pressure is out of limits, proceed with all the tests.07-03-4 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)AIR INDUCTION SYSTEMTHROTTLE BODYMechanical InspectionCheck that the throttle plates moves freely andsmoothly when depressing throttle lever. Take thisopportunity to lubricate the throttle cable.IMPORTANT: The throttle bodies are designed tobe tamper proof. Changing the idle stop or modifyingthem in any way will not increase performanceor change the idle speed.Before replacing any parts, check the following asthese could be causing the fault. Perform the testwhile the engine is not running.– Throttle cable adjustment too tight. Not returningfully to idle stop.– Throttle body idle set screw is loose or worn.– Throttle linkage between the two throttles hasmoved.– TPS is loose.– Corroded or damaged wiring or connectors.– Throttle body has been replaced and the closedTPS reset has not been performed.– MPEM has been replaced and the closed TPSreset has not been performed.Electrical InspectionRefer to THROTTLE POSITION SENSOR (TPS) inELECTRONIC MANAGEMENT below.ReplacementRemovalTo remove throttle bodies from engine, proceedas follows:– Remove air intake silencer. Refer to AIR INTAKEsection.– Disconnect TPS connectors.– Disconnect throttle cable and oil injection pumpcable.– Detach hoses and remove fasteners retainingthrottle bodies and pull out together.If only one throttle body replacement is required,detach them and remove the sealant on idle setscrew head. Gently remove the plastic cap fromthe synchronization screw.Remove TPS, throttle lever, spring and guide fromthe old throttle body.InstallationReinstall removed parts on the new throttle body.For TPS replacement procedures, refer to THROT-TLE POSITION SENSOR (TPS) in ELECTRONICMANAGEMENT below.Properly attach throttle bodies together if previouslydetached.AdjustmentThrottle Body SynchronizationNOTE: If both throttle bodies are replaced togetherwith new ones, no synchronization is requiredas it has already been set at the factory. However,proceed with throttle cable and closed TPS adjustmentsas described below. If only one throttle bodyis replaced, proceed with the complete followingadjustments. Ensure to perform all the adjustmentsprior to starting the engine. Otherwise, enginemay run at a limited RPM in limp home mode.IMPORTANT: The throttle body synchronizationis required only when replacing one throttle body.Otherwise, do not tamper with it as this is NOT aregular maintenance procedure.The master throttle body is the one driven by thethrottle cable. The slave throttle body follows themaster and must be synchronized with the master.F12R0XA 4 5 8 6 2 311. Throttle cable attachment2. Master throttle body3. Master throttle plate4. Slave throttle body5. Slave throttle plate6. Idle set screw7. Lock nut8. Synchronizing screw with its tamper proof cap7SMR2003_024 _07_03A.FM 07-03-5

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)NOTE: In the following illustrations, the lower linkplate has been removed for clarity purposes only.It does not have to be removed to perform theadjustment.Loosen lock nut of idle set screw.Unscrew idle set screw so that master throttleplate completely closes in the throttle body. Ensurescrew end clears the lever stopper.Turn idle set screw clockwise until ohmmeterreading reaches the computed value above ± 20 Ω.3F12R1BA 2 1F12R0YA 211. Unscrew until master throttle plate is fully closed in throttle body2. Unscrew here3. Gap hereRemove synchronizing screw and spring betweenlevers.NOTE: The 175 Ω resistance mentioned below isused to open the throttle plates the same amounton each throttle body to obtain the proper synchronization.It is the equivalent of using a drill bit inthe throttle bore to open throttle plate on carburetors.Master TPSSnap throttle plate a few times to ensure it is completelyclosed.Using an ohmmeter, measure resistance betweenterminals 2 and 3. Note the resistance value. Add175 Ω to that value.1. Measure resistance between terminals 2 and 32. Turn screw clockwise to increase resistanceTighten lock nut. WARNINGDo not apply any threadlocker on the screwthreads. The threadlocker may leak off thescrew and onto the throttle mechanism andcause the throttle to stick.Recheck reading and readjust as necessary.Slave TPSInstall a new synchronizing screw. Screw in andensure screw end clears the lever stopper. Ensurealso to keep slave throttle plate completely closedin the throttle body. WARNINGEnsure to use a new screw which is coatedwith the proper threadlocker to avoid furtherloosening. Do not use the removed screweven if you were applying any threadlocker.The threadlocker may leak off the screw andflow onto the throttle mechanism and causethe throttle to stick.07-03-6 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)2Ensure spring is still well positioned on stoppers.Properly reinstall the plastic cap on the synchronizationscrew.Apply Loctite 5900 (P/N 293 800 066) RTV siliconesealant on idle set screw head.13F12R1DA1. Gap here2. Spring removedSnap throttle plate a few times to ensure it is completelyclosed.Measure resistance between terminals 2 and 3.Note the resistance value. Substract 175 Ω fromthat value.Properly reinstall the spring. Ensure that masterthrottle plate is still closed.Turn synchronizing screw clockwise until readingreaches the computed value above ± 20 Ω .11F12R10A1. Plastic cap2. Wider spaced tabs here3. Loctite 5900 flange sealant2 WARNINGEnsure no Loctite product protrudes screw head.F12R1CA21. Measure resistance between terminals 2 and 32. Turn screw clockwise to decrease resistanceSMR2003_024 _07_03A.FM 07-03-7

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)Throttle Cable AdjustmentMechanically adjust the throttle cable using the adjustingdevice as shown. Slacken lock nut to allowadjuster rotation. Free-play on lever should be between2 and 3.5 mm (1/16 and 1/8 in). When done,tighten lock nut.12F08R01A 12F12R1GBRX DI AND GTX DI MODELS1. Slacken nut2. Turn adjusterXP DI MODELS1. Slacken nut2. Turn adjusterNOTE: On GTX DI models, vent tube removal infront storage compartment may be necessary toreach the adjusting device.CAUTION: Improper cable adjustment will causestrain on cable and/or damage cable bracket orthrottle lever at handlebar.Use the vehicle communication kit (VCK) with theB.U.D.S. software to perform this adjustment.Choose the Monitoring tab.Press throttle lever to reach full throttle.Turn cable adjusting device until throttle openingmeter indicates between 95% and 99%.07-03-8 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)Closed TPS AdjustmentPerform the CLOSED TPS ADJUSTMENT as describedin THROTTLE POSITION SENSOR (TPS)in ELECTRONIC MANAGEMENT below.Injection Oil Pump Cable AdjustmentAs oil injection cable is throttle dependent, alwaysproceed with the oil injection pump cable adjustmentafter throttle cable adjustment. Refer to LU-BRICATION SYSTEM.CAUTION: Improper oil injection pump synchronizationwith throttle bodies can cause seriousengine damage.AIR COMPRESSORPRESSURE TESTThe pressure test will show the available pressurefrom the air compressor.First ensure there is no leak from compressor gaskets,hoses and fittings. Soapy water can be sprayedon components. Repair any leak.Disconnect hose outlet from air compressor.F12R02AConnect adapters and pressure relief valve to pressuregauge as shown.F12R03A41. Pressure gauge (P/N 529 035 709)2. Adapter for air compressor (P/N 529 035 712)3. T-adapter (P/N 529 035 710)4. Pressure relief valve (P/N 529 035 711)CAUTION: Make sure to install pressure reliefvalve to allow excess pressure to escape and topoint valve arrow as shown above. Note the arrowon the valve. Otherwise, air compressorcomponents might be damaged.Install pressure gauge to air compressor.NOTE: To prevent fuel from being injected andfrom going out the disconnected hose, use thedrowned engine mode to crank engine. While engineis stopped, depress and HOLD the throttlelever at full throttle position to crank engine.Ensure the battery is in good condition to get thenormal cranking speed.Crank engine and observe air pressure.NOTE: A 1 second beep every second indicatesthe drowned mode is active. WARNINGBe careful with pressure relief valve outlet ascompressed air may flow out from it.312MINIMUM AIR PRESSURE (at cranking)621 ± 14 kPa (90 ± 2 PSI)SMR2003_024 _07_03A.FM 07-03-9

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)If pressure is within limits, air compressor is workingadequately.If pressure is below limits, ensure inlet hose is notobstructed, bent or kinked. Otherwise, repair theair compressor.Remove pressure gauge and reinstall air compressorhose.Ensure to position O-ring, around top of cylindersleeve.REPAIRTop EndRemove retaining screws.Lift cover then remove compressor head.Clean all parts in a solvent and visually inspect forcorrosion damage.Check reed valve plates for cracks, deformation,dirt or other defects. The reed plates must lie completelyflat against the reed valve body.Inspect plane surfaces for warpage.If reed valve is found defective, it is suggested toreplace it then to temporarily reassemble the compressorto then make a pressure test. If it fails,check bottom end.When changing reed valve, ensure to position ringplate opening so that 2 holes align inside the opening.Holes must not be obstructed by the openingedges.F12R05A1. O-ring on top of cylinder sleeve1Ensure to position screw from the bottom up asshow. Torque nut to 2.7 N•m (24 lbf•in).2.7 N•m(24 lbf•in)F12D0BA1F12R04A1 21. Reed valve opening2. Rotate opening to align 2 holes inside without obstructing theholes1. Screw from bottom upCAUTION: Failure to properly position screwhead will lead piston to hit it.If pressure is still low then continue with BOTTOMEND. Otherwise, remove components again. Installa new gasket, new O-ring, compressor headand cover. Apply synthetic grease below screwhead and Loctite 243 on threads. Install screwsand torque to 5 N•m (44 lbf•in), then retorque to11 N•m (97 lbf•in).07-03-10 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)Bottom EndTo gain access to piston, rings and connecting rod,engine PTO flywheel must be removed. Refer toENGINE section.Remove engine support and slightly lift engine toallow access. Block engine in this position.Remove top end as explained above.Remove access plug of air compressor connectingrod.Remove connecting rod retaining screw.As a puller, use a M7 x 1.0 x 50 mm screw to releaseconnecting rod “crankpin”.F12R06A1. Use a M7 x 1.0 x 50 mm screw as a puller1Push piston upward with or without the cylindersleeve.Remove rubber plug then push piston pin end toremove from connecting rod.InspectionClean all parts in a solvent and visually inspect forcorrosion damage.Clean piston ring grooves with a groove cleanertool, or a piece of broken ring.Check bearings and terminals for wear and heatdiscoloration. Check connecting rod for straightness.Replace damaged components.Inspect piston for damage. Light scratches can besanded with a fine sandpaper.If you find aluminum dust or debris in this area,some may have traveled toward the injection oilreservoir. In this case, the oil reservoir and linesmust be flushed and the filter replaced.CAUTION: Failure to properly clean the oil systemwill result in serious engine damage.The inspection of top end should include the followingmeasurements.ENGINEMEASUREMENTPiston/cylinder wallclearanceRing end gapN.A.: Not ApplicablePiston/Cylinder Wall ClearanceClearance can be quickly checked with a feelergauge. Insert feeler gauge in cylinder then slidepiston (without piston rings installed). If clearanceexceeds tolerance, check cylinder top area withyour finger to feel if there is a ridge. If so, the cylindersleeve is worn and needs replacement. Otherwise,replace piston.Ring End GapPosition ring close to top of cylinder top.NOTE: In order to correctly position ring in cylinder,use piston as a pusher.Using a feeler gauge, check ring end gap. If gapexceeds specified tolerance, rings should be replaced.F12R07A1. Top of cylinder2. Ring end gap2 1TOLERANCESNEW PARTS(min.) (max.)0.12 mm(.005 in)0.1 mm(.004 in)N.A.0.25 mm(.010 in)WEARLIMIT0.2 mm(.008 in)0.5 mm(.020 in)SMR2003_024 _07_03A.FM 07-03-11

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)AssemblyApply injection oil in cylinder and on rings prior toinstalling.Install the oil ring with the “TOP” marking on top.Identify the correct position by looking at bevelededge of oil ring and while installation, make surethat the beveled edge is towards the top of thepiston.1Use ring compressor (P/N 529 035 713) and insertpiston in cylinder.NOTE: Cylinder may be removed from crankcaseto install piston more easily from the bottom.When attaching connecting rod to “crankpin”, strictlyfollow this procedure:1. Block counterbalance shaft to prevent any rotation.2. Install the “crankpin” (bushing) so that itsgrooved end is on the screw head side.11F18R0CAF12R1OA1. Beveled edgePosition ring openings 180° apart.1F12R15A21. Groove here3. Install a NEW screw and torque to 6.5 N•m(58 lbf•in). Do not apply any thread locker product.4. Turn the screw clockwise an additional 80 degrees± 5 degrees.CAUTION: Failure to strictly follow this proceduremay cause screw to loosen and lead toengine damage. The bushing grooved endmust be against the counterweight. Besides, asthe “crankpin” screw has been stretched fromthe previous installation, it is very important touse a new screw at assembly. Also, the newscrew will have the proper threadlocking coating.Ensure to correctly position O-ring on access coverand install cover.Reinstall remaining removed parts. Ensure tocheck engine alignment.1. Ring openings 180° apart2. TOP marking on this side07-03-12 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)FUEL DELIVERYFUEL PRESSURE REGULATORPressure TestThe pressure test will show the available pressureat the air/fuel rail. It validates the pressure regulatorand leaks in the system.IMPORTANT: Before checking air/fuel rail pressure,make sure the fuel pressure from the fuelpump and the air pressure from the air compressorare within specifications. See the procedureselsewhere in this section.Also ensure there is no leak from hoses and fittings.Repair any leak.Ensure there is enough gas in fuel tank.Release the fuel pressure in the system.NOTE: On XP DI models, remove seat and rubberplug underneath to gain access to fuel pumpand hoses.Disconnect outlet hose (the one with the fuel filter)from fuel pump using tool (P/N 529 035 714).Connect T-adapter to pressure gauge as shown.Install pressure gauge between disconnected ends(inline installation).23F12R09A1. Fuel filter2. Fuel line going to air/fuel rail3. Pressure gauge between disconnected ends (inline installation)Install safety lanyard and observe fuel pressure.Do not crank engine.1F12R08A1. Pressure gauge (P/N 529 035 709)2. T-adapter (P/N 529 035 710)12FUEL REGULATOR PRESSURE(when installing safety lanyard)185 ± 14 kPa (27 ± 2 PSI)If pressure is within limits, fuel pressure regulatoris working adequately.A rapid pressure drop indicates leakage eitherfrom the air/fuel rail or from the fuel pump checkvalve. Check air/fuel rail for leaks. If it is not leakingthen replace fuel pump.A slow pressure drop indicates leakage either fromthe fuel injector or from the fuel pressure regulator.Check fuel injector for leaks (see below). If it is notleaking then replace fuel pressure regulator.NOTE: Fuel in air compressor outlet line is an indicationof a leaking fuel pressure regulator diaphragm.SMR2003_024 _07_03A.FM 07-03-13

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)Remove pressure gauge and reinstall fuel hose. Atinstallation apply engine oil on O-ring. WARNINGWipe off any fuel spillage in the bilge. Fuel isflammable and explosive under certain conditions.Always work in a well ventilated area.Gently pull rail up by hand, working each side slightlyat a time.Pull rail out.Unscrew retaining plate screws.42 5Fuel Pressure Regulator ReplacementRemovalRelease the fuel pressure in the system.Disconnect spark plug cables from spark plugs.Disconnect the fuel injector wires, if necessary.F12R0DA1. Push clip toward injector to release connectorUnscrew rail retaining screws.1 11F12R1AA 2 3 1 3 21. Retaining plate2. Screws3. Fuel injector4. Fuel pressure regulator and cover5. Air pressure regulatorNOTE: If needed, use a small screwdriver to liftthe fuel pressure regulator.To remove fuel pressure regulator, pull the fuelregulator and the cover out of rail.InstallationFor the installation, reverse the removal procedurebut pay attention to the following.If the same regulator is reinstalled, it is recommendedto change the O-rings.Insert the fuel pressure regulator into the coverthen install both regulators together in place withyour hand. Do not use any tool.NOTE: A thin film of injection oil may be appliedon O-ring to ease insertion in rail.Apply Loctite 243 on rail retaining screws thentorque to 25 N•m (18 lbf•ft).FUEL INJECTORLeakage TestTesting the fuel injector operation can be performedwith the air/fuel rail installed.The leakage test is validated when performing theFUEL DELIVERY SYSTEM DIAGNOSTIC FLOWCHART elsewhere in this section.F12R19A1. Retaining screws07-03-14 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)Electrical TestSafety lanyard must be on DESS post.Using the vehicle communication kit (VCK) withthe B.U.D.S. software, energize the fuel injectorfrom the ACTIVATION section.If the injector does not work, disconnect the connectorfrom the injector.Install a temporary connector to the injector withwires long enough to make the connection outsidethe bilge and apply voltage (12 V) to this testharness.This will validate the injector mechanical and electricaloperation.If it does not work, replace it.Otherwise, check the resistance of the fuel injectorcircuit.Reconnect the injector and disconnect the AMPconnector number 4 on the MPEM.Using a multimeter, check resistance value betweenterminals as follows.COMPONENTThe resistance should be between 1.7 and 1.9 Ω .If resistance value is correct, try a new MPEM.Refer to MPEM REPLACEMENT procedures elsewherein this section.If resistance value is incorrect, repair the wiringharness/connectors between AMP connector andfuel injector.Fuel Injector ReplacementTERMINAL LOCATIONFuel injector MAG 7 and 13Fuel injector PTO 8 and 14When one fuel injector is defective, both have tobe replaced at the same time. Be sure to checkthe other one. Also replace direct injectors.RemovalSee FUEL PRESSURE REGULATOR REPLACE-MENT above for procedure. However, do not removeany regulator.To remove fuel injector, pull it out of rail.InstallationFor the installation, reverse the removal procedure.Paying attention to the following details.If the same injector is reinstalled, carefully inspectO-ring condition before reinstalling fuel injector.Replace O-ring with a new one if damaged.Insert the fuel injector in place with your hand. Donot use any tool.NOTE: A thin film of injection oil may be appliedto O-ring to ease insertion in rail.Apply Loctite 243 on rail retaining screws then torqueto 25 N•m (18 lbf•ft).AIR/FUEL RAILPressure testCrank or start engine and observe fuel pressure.FUEL PRESSURE(when cranking engine or when engine is running)738 ± 14 kPa (107 ± 2 PSI)If pressure is within limits, fuel and air systems areworking adequately. No subsequent tests are necessaryfor the air/fuel system.Remove pressure gauge and reinstall fuel hose. Atinstallation apply engine oil on O-ring.If pressure is out of limits, check air/fuel rail forleaks. If it is not leaking then replace air pressureregulator.A higher pressure may be an indication of apinched or clogged air pressure regulator outletline.Air Pressure Regulator ReplacementRemovalSee FUEL PRESSURE REGULATOR REMOVALabove for procedure.Remove the fuel regulator then the air pressureregulator.InstallationFor the installation, reverse the removal procedurebut pay attention to the following.NOTE: A thin film of injection oil may be appliedto O-ring to ease insertion in rail.Apply Loctite 243 on rail retaining screws thentorque to 25 N•m (18 lbf•ft).SMR2003_024 _07_03A.FM 07-03-15

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)Air/Fuel Rail ReplacementRemovalRelease the fuel pressure in the system.Disconnect air compressor supply hose from rail.Disconnect fuel hoses (supply and return) at theirinline connectors.Temporarily connect these hose ends together toprevent rail draining.Disconnect spark plug cables from spark plugsand fuel injector wires. Cut locking ties of wiring.Unscrew rail retaining screws.13 1 4 2F12R0DAF12R0CA1. Air/fuel rail2. Air supply hose3. Fuel supply hose4. Retaining screws1. Push clip toward injector to release connectorGently pull rail up by hand, working each side slightlyat a time.Pull rail out.Disconnect hose ends at their inline connectorsand drain fuel rail.Disconnect air and fuel hoses from rail.21F12R0FA1. Air and fuel return hoses2. Fuel supply hose07-03-16 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)NOTE: When lifting/removing air/fuel rail, we recommendreplacing carbon dams on direct injectorsthat have been running for 50 hours or more.Remove fuel injectors, fuel pressure regulator andair pressure regulator.InstallationFor installation, reverse the removal process butpay attention to the following.NOTE: A thin film of injection oil may be applied onO-rings of fuel injectors to ease rail installation.Apply Loctite 243 on rail retaining screws then torqueto 25 N•m (18 lbf•ft).When connecting fuel or air hose fittings to the air/fuel rail, use Loctite Krylox (no. 29-719).DIRECT INJECTORWhen one direct injector is defective, both haveto be replaced at the same time. Be sure to checkthe other one. Also replace fuel injectors.The direct injectors can be replaced by lifting theair/fuel rail.Leakage TestIf direct injector leaks through its large top O-ring,there will be an air/fuel leak between the injectorand the air/fuel rail. Replace O-ring of both injectors.If there is an injector internal leak, the high temperaturefrom the combustion chamber will make visibleoverheated area. Replace damaged components.Electrical TestUsing the vehicle communication kit (VCK) withthe B.U.D.S. software, energize the direct injectorin the ACTIVATION section.If the injector does not work, disconnect the connectorfrom the injector.Install a temporary connector on the injector withwires long enough to make the connection outsidethe bilge and apply voltage (12 V) to this testharness.This will validate its mechanical and electrical operation.If it does not work, replace the direct injector.Otherwise, check the resistance of the direct injectorcircuit.Reconnect the injector and disconnect the AMPconnector number 4 on the MPEM.Using a multimeter, check resistance value betweenterminals as follows.COMPONENTThe resistance should be between 1 and 1.6 Ω .If resistance value is correct, try a new MPEM.Refer to MPEM REPLACEMENT procedures elsewherein this section.If resistance value is incorrect, repair the wiringharness/connectors between AMP connector anddirect injector.Direct Injector ReplacementIMPORTANT: Do not remove direct injectorsneedlessly. They are sealed with a carbon damthat may expand when pulled out. A special tool isrequired to compress it prior to reinstalling. Otherwise,sealing efficiency might be affected.Remove air/fuel rail retaining screws. Partially liftrail to allow direct injector removal.Disconnect direct injector connector then pull injectorout of cylinder head.1. Air/fuel rail2. Disconnect and pull injector outTERMINAL LOCATIONDirect injector MAG 5 and 15Direct injector PTO 6 and 21F12R0GA 2Compress the carbon dam using tool (P/N 529 035716).Carefully install direct injector in cylinder head payingattention to carbon dam insertion. Ensure toposition connector pointing toward bottom of cylinderhead.1SMR2003_024 _07_03A.FM 07-03-17

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)NOTE: A thin film of injection oil may be appliedto carbon dam if necessary to ease insertion in cylinderhead.Reconnect electrical connector.2FUEL PUMPPressure TestThe pressure test will show the available pressurefrom the fuel pump.Ensure there is no leak from hoses and fittings.Repair any leak.Ensure there is enough gas in fuel tank.Use the VCK (Vehicle Communication Kit) to releasethe fuel pressure in the system. Look in theACTIVATION section of the software B.U.D.S.Disconnect inlet and outlet hoses from fuel pumpusing tool (P/N 529 035 714).Connect T-adapter and pressure relief valve topressure gauge as shown.F12R0HA 11. Carefully insert direct injector2. Connector pointing toward bottom of cylinder headReinstall air/fuel rail.Carbon Dam ReplacementRemove direct injector. See procedure above.NOTE: When replacing a carbon dam, it is recommendedto replace it on both injectors. It is alsorecommended to replace all O-rings. When servicingair/fuel rail or direct injectors, we recommendreplacing carbon dams that have been running for50 hours or more.CAUTION: Never reuse a carbon dam after it hasbeen removed from the injector. Always installa new one.Remove carbon dam and O-ring using a small pick.Install seal guide (P/N 529 035 715) on end of injector.Carefully slide carbon dam in injector groove.Use carbon dam compressor (P/N 529 035 716) tocompress carbon dam evenly.F12R0AA3 21. Pressure gauge (P/N 529 035 709)2. T-adapter (P/N 529 035 710)3. Pressure relief valve (P/N 529 035 711)CAUTION: Make sure to install pressure reliefvalve to allow excess pressure to escape and topoint valve arrow as shown above. Note the arrowon the valve. Otherwise, air compressorcomponents might be damaged.107-03-18 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)Install pressure gauge between disconnectedhoses on fuel pump side (closed-loop installationon fuel pump). Make sure the pressure-relief valveis installed on the fuel pump return line side.234F12R0BA1. Fuel pump outlet hose (fuel filter side)2. Fuel pump return line3. Fuel relief valve on the return line side4. Pressure gauge between disconnected hose (inline installation)Install safety lanyard and observe fuel pressure.MINIMUM FUEL PUMP PRESSURE(when installing safety lanyard)721 kPa (105 PSI)1Electrical TestWhen connecting the safety lanyard to the DESSpost, the fuel pump should run for 2 seconds tobuild up the pressure in the system.If the pump does not work, disconnect the connectorfrom the fuel pump.Install a temporary connector on the fuel pumpwith wires long enough to make the connectionoutside the bilge and apply voltage (12 V) to thistest harness.If pump does not run, replace the fuel pump.Otherwise, check the continuity of the fuel pumpcircuit.Disconnect the AMP connector number 4 on theMPEM.Using a multimeter, check continuity between terminalsof circuits 24 and 26.If wiring harness is good, try a new MPEM. Referto MPEM REPLACEMENT procedures elsewherein this section.Otherwise, repair the wiring harness/connectorsbetween AMP connector and fuel pump.Fuel Pump ReplacementEnsure fuel pressure has been released in the systemusing the VCK (Vehicle Communication Kit).RemovalOpen front storage compartment cover.Remove the storage basket.Remove glove box (see HULL/BODY section).Remove front vent tubes.If pressure is within limits, fuel pump is workingadequately.If pressure is below limits, ensure fuel filters arenot obstructed. There is one in-line fuel filter at thefuel pump outlet hose and one filter at the inletunderneath the pump. Otherwise, replace the fuelpump.Remove pressure gauge and reinstall fuel hoses.At installation apply engine oil on O-ring.SMR2003_024 _07_03A.FM 07-03-19

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)RX DI ModelsRemove tube Y-connector.Remove tube bracket by unscrewing nuts frombilge (front storage area).All Models except XP DIFrom glove box opening, remove fuel pump retainingnuts.2F12R0IA 1 2F12R0KA1. Vent tube bracket2. Nut1XP DI ModelsRemove rear access panel.Referring to DIRECT ACTION SUSPENSION detachshock absorber to allow tilting of seat forward.Remove access plug.1. Fuel pump2. Retaining screwAll ModelsDisconnect electrical connector.Disconnect vent tube from fuel pump.Disconnect inlet and outlet hoses from fuel pumpusing tool (P/N 529 035 714).F08R05AXP DI SHOWNF08R04A07-03-20 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)RX DI ModelsCompress springs of pump module to reduce itsheight to allow pulling pump out.All Models except XP DIPull fuel pump toward front of vehicle. Wipe offany fuel spillage in the bilge.All ModelsInstallationFor installation, reverse the removal process butpay attention to the following.Install fuel pump on fuel tank and torque nuts to2.5 N•m (1.8 lbf•in).Ensure to align the arrow with the dot on the gaskettowards the LH side of fuel tank.829103711F12R0JA16TYPICAL1. Pull fuel pump toward frontXP DI ModelsPull fuel pump out. Wipe off any fuel spillage in thebilge.F18F09A15TORQUE AS PER SEQUENCE12F08R06ASMR2003_024 _07_03A.FM 07-03-21

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)FUEL DELIVERY SYSTEM DIAGNOSTIC FLOW CHARTNOTE: The tolerance for the pressure is ± 14 kPa (2 PSI).Fuel pump does not runConnect safety lanyardFuel pump runsfor 2 sec. then stopsCheck fusesCheck lanyard connectionCheck pump module operationRepair or replace if necessaryInstall pressure gauge onfuel pressure lineConnect safety lanyardFuel pump runsOKRepair or replaceFuel pressure lessthan 185 kPa (27 PSI)Fuel pressuremore than185 kPa(27 PSI)Check forblocked fuelreturn lineRepair orreplaceyesCheck fuel linesfor leaksCheck fuel filtersFuel pressureis 185 kPa(27 PSI)Line OKReplacefuel pumpmodulefailsPerform fuelpump testCrank or start enginetest OKFuel pressure lowerthan 735 kPa (107 PSI)noEnsureair/fuelrail is notleakingFastpressuredropyesVerifyfuel pumpcheck valveOKyesReplacefuel pumpmodulefailsReplacefuel pumpfailsfailsAir pressure lessthan 621 kPa(90 PSI)Perform fuelpump testpassProceed to aircompressorpressure testnoleaksOKCheckfor airleaksyesAir pressure morethan 621 kPa(90 PSI)RepairleaksFuel pressuregreater than735 kPa(107 PSI)Check airreturnline forblockageFuel pressureis 735 kPa(107 PSI)Replace fuelpressureregulatornoCheck fuelinjectorOKfailsReplace fuelinjectorReplace fuelpressureregulatorRepair/replaceair/fuel railfailsRepairleaksCheckRAVEfor airleaksnoleaksRepair aircompressorOKDirectinjectorOKCheck directinjectorCheck air/fuel rail for leaksfailsReplacedirectinjectorRepair/replace air/fuel railOKlineOKReplace airpressureregulatorRetestSystem OKF12A06S07-03-22 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)ELECTRONIC MANAGEMENTMPEM REPLACEMENTGeneralPrior to replacing a suspected MPEM, ensure thatall the recommendations in the general introductionof this section have been followed.IMPORTANT: When MPEM is replaced, the TPSclosed position and the TDC setting must be reprogrammed/reset.Refer to their specific sectionfor adjustment.To allow transferring the previous recorded informationfrom the old MPEM to the new one, use thevehicle communication kit (VCK) with the B.U.D.S.software. Use MPEM Replace in the Modulemenu. Follows instructions in its help system.NOTE: If the old MPEM is working, it must be readinside B.U.D.S. prior to removing it from the vehicleto carry vehicle information and history to the newMPEM. Besides, select the Setting tab and notethe Current Angle in the ignition offset area. Wheninstalling the new MPEM, re-use this setting as apreliminary setting. Then, proceed with the regularprocedure for the TDC setting.If the old MPEM is not working, try to find a previoussaved file from B.U.D.S. Otherwise, perform the operationsdescribed in IF THE PREVIOUS MPEMWAS NOT READ WITH B.U.D.S. below.ReplacementDisconnect battery cables. WARNINGBattery BLACK negative cable must alwaysbe disconnected first and connected last.Disconnect AMP connectors from MPEM.Remove MPEM.Install the new MPEM on the vehicle.Reconnect AMP connectors to MPEM then batterycables.If the previous MPEM was read with B.U.D.S.Transfer the data from the previous MPEM to thenew one using B.U.D.S. then proceed with the requiredresets after following the procedure in VAL-IDATING TPS SYNCHRONIZATION below.If the previous MPEM was NOT read withB.U.D.S.– Enter the vehicle and engine serial numbers inthe Vehicle tab.– Enter the old MPEM serial number in the PartReplacement under History tab. Click on Addpart in History.– Reprogram safety lanyard(s).NOTE: The MPEM serial number can be found onthe MPEM sticker that also shows the P/N.Continue procedure as per VALIDATING TPS SYN-CHRONIZATION below.Validating TPS SynchronizationSelect the Activation tab.Point the mouse cursor over the PTO TPS. Checkthe ADC reading. It must be between 23 and 45.11. “Activation” tab2. Point on PTO TPS3. ADC readingActivationF12R1JA 3230Point the mouse cursor over the MAG TPS. Checkthe ADC reading. It must be between 37 and 59.If either readings are not within those parameters,they are out of range and the MPEM will be unableto initialize. Proceed with THROTTLE BODY SYN-CHRONIZATION as detailed in THROTTLE BODY.If the ADC’s are within range, proceed with therequired resets.After performing the required resets, ensure toclear all faults from the newly replaced MPEM.Now, all faults must be inactive (except the DiagnosticCap Missing fault).SMR2003_024 _07_03A.FM 07-03-23

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)Start the engine and increase engine speed above5000 RPM to be sure no fault appears.THROTTLE POSITION SENSOR(TPS)GeneralThe throttle position sensor (TPS) is a potentiometerthat sends a signal to the MPEM which is proportionalto the throttle shaft angle. On the DI system,two sensors are used for redundancy purposes.The MPEM compares the signals from both sensorsand determines if there is an error and uses the mostappropriate sensor to operate the system.F12F05A 111. Throttle position sensor (TPS)IMPORTANT: Prior to testing the TPS, ensure thatmechanical components/adjustments are adequateaccording to THROTTLE BODY in AIR INDUCTIONSYSTEM above.The MPEM may generate two types of fault codespertaining to the TPS. Refer to DI SYSTEM FAULTCODES in DIAGNOSTIC PROCEDURES sectionfor more information.Wear TestWhile engine is not running, activate throttle andpay attention for smooth operation without physicalstops of the cable.Using the vehicle communication kit (VCK) with theB.U.D.S. software, use the THROTTLE OPENINGdisplay under Monitoring.Slowly and regularly depress the throttle. Observethe needle movement. It must change graduallyand regularly as you move the throttle. If the needle“sticks”, bounces, suddenly drops or if any discrepancybetween the throttle movement and theneedle movement is noticed, it indicates a wornTPS that needs to be replaced.NOTE: In this particular case, by comparing thesignals from both sensors, the MPEM will generatea fault code when the TPS is malfunctioningdue to specific “spots”.To isolate the faulty TPS, disconnect one and testthe other.Voltage Test — Both TPSCheck the MPEM voltage output on the desiredthrottle position sensor.Disconnect connector from throttle position sensorand connect a voltmeter to the wiring harness.Check the voltage readings on the PTO side asfollows.CONNECTIONTerminal 1 with enginegroundTerminal 2 with enginegroundTerminal 3 with enginegroundVOLTAGE5 V0 V0 - 0.5 VCheck the voltage readings on the MAG side asfollows.CONNECTIONTerminal 1 with enginegroundTerminal 2 with enginegroundTerminal 3 with enginegroundVOLTAGE5 V0 V4.75 - 5 V07-03-24 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)If voltage test is good, replace the TPS.If voltage test is not good, check the resistance ofthe TPS circuit.Resistance TestReconnect the TPS.NOTE: Resistance values are different at idle oneach TPS.MAG SideDisconnect the AMP connector number 3 on theMPEM.Using a multimeter, check resistance value betweenterminals 10 and 14.The resistance should be 1600 - 2400 Ω .Check the resistance between terminals 5 and 14with the throttle plate in idle position.The resistance should be 2500 Ω .Check the resistance between terminals 5 and 10with the throttle plate in idle position.The resistance should be 1200 Ω .PTO SideDisconnect the AMP connector number 4 on theMPEM.Using a multimeter, check resistance value betweenterminals 3 and 18.The resistance should be 1600 - 2400 Ω .Check the resistance between terminals 1 and 3with the throttle plate in idle position.The resistance should be 1000 Ω .Check the resistance between terminals 1 and 18with the throttle plate in idle position.The resistance should be 2500 Ω .Test Results — Both TPSIf resistance values are correct, try a new MPEM. Referto MPEM REPLACEMENT procedures elsewherein this section.If resistance values are incorrect, disconnect theTPS and perform the resistance measurement directlyto the TPS terminals. If TPS is good, repairthe wiring harness/connectors between AMPconnector and the TPS.ReplacementRemove the air intake silencer.Remove the air duct.Disconnect the TPS connector.Loosen two Allen screws retaining the TPS.Remove TPS.F12R0LAMAG SIDE THROTTLE BODY1. Allen screws2. Throttle position sensor (TPS)Apply Loctite 243 on screw threads, install thenew TPS.NOTE: Both TPS do not need to be replaced at thesame time.Reinstall remaining removed parts.Proceed with the CLOSED TPS ADJUSTMENT.See below.Closed TPS AdjustmentNOTE: Although this operation is called “adjustment”,it is not really an adjustment. Rather, it performsa reset of the values in the MPEM.This reset is very important. The setting of the TPSwill determine the basic parameters for all fuelmappings and several MPEM calculations.NOTE: Reset must be done each time the TPS isloosened or removed or throttle body(ies) is(are)replaced or MPEM is replaced.12SMR2003_024 _07_03A.FM 07-03-25

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)CAUTION: An improperly adjusted TPS maylead to poor engine performance and emissioncompliance could possibly be affected.Use the vehicle communication kit (VCK) with theB.U.D.S. software to perform this adjustment.Ensure the throttle body plate stop lever restsagainst its stopper. Open throttle approximately onequarter then quickly release. Repeat 2 - 3 times tosettle throttle plate. If stopper does not rest againstits stop lever, perform throttle cable adjustment. Referto THROTTLE BODY in AIR INDUCTION SYS-TEM above.Push the Reset button in the SETTING section ofB.U.D.S.NOTE: There is no idle speed adjustment to perform.The MPEM takes care of that. If TPS are notwithin the allowed range while resetting theclosed TPS, the MPEM will generate a fault codeand will not accept the setting. To solve that, performthe Validating TPS Synchronization in theMPEM REPLACEMENT section above.Start engine and make sure it operates normallythrough its full engine RPM range. If fault codes appear,refer to DI SYSTEM FAULT CODES in DIAG-NOSTIC PROCEDURES section for more information.CRANKSHAFT POSITIONSENSOR (CPS)21Check for RPM display at the information centerwhile cranking engine (first ensure informationcenter is in tachometer mode). If it displays approximately300 RPM, the CPS circuitry is properlyworking.Otherwise, validate the information center isworking by activating the tachometer using thesoftware B.U.D.S. under Activation (first ensureinformation center is in tachometer mode). If itdoes not display 3000 RPM, the information centermay be faulty and needs to be tested.If the information center correctly displayed 3000RPM, perform the following tests.NOTE: Take into account that a CPS fault can betriggered by bent or missing encoder wheel teeth.Check the teeth condition. Also, bad connectionsin magneto connector could generate electricalnoise that would make you wrongly think the CPSis faulty. Check terminals and wires.Encoder Wheel InspectionTo check the encoder wheel for bent teeth, proceedas follows.Remove magneto cover. Refer to MAGNETO SYS-TEM in ENGINE section.Install a dial indicator on crankcase. Position thegauge on a tooth and set it to zero (0). Rotate flywheeland check needle movement. The maximumallowed difference between teeth is 0.15mm (.006 in). Otherwise, straighten the tooth orreplace the encoder wheel.21F12R0OA1. Magneto cover2. CPS connectorF12R1HA1. Encoder wheel2. Dial indicatorProperly reinstall cover.07-03-26 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)The encoder wheel can also be inspected for bentteeth by the following alternative method.Remove magneto cover. Refer to MAGNETO SYS-TEM in ENGINE section.Install a pointer wire on one of the threaded holeof crankcase with the screw as shown in the followingillustration.12The maximum allowed difference between teethis 0.15 mm (.006 in). Otherwise, straighten thetooth or replace the encoder wheel.Properly reinstall cover.Voltage TestUnplug magneto connector.Check connector terminals for corrosion or damage.Check the voltage readings on the harness side asfollows:CONNECTIONTerminal 4 with enginegroundTerminal 5 with enginegroundTerminal 6 with enginegroundVOLTAGE0 V ± a small mVtolerance12 V5 VF12R1MA1. Pointer wire2. Screw in the threaded holeRotate the flywheel one time and adjust the pointerso that it slightly touches the highest tooth. Usinga feeler gauge, check and measure the clearancebetween each tooth and pointer.2F12R1NA1If voltage tests good, the CPS is defective andneeds replacement.If voltage does not test good, perform the followingtests.Resistance TestCheck the continuity of the wiring harness.Disconnect the AMP connector number 2 on theMPEM.Using a multimeter, check continuity of circuits 6,7 and 14.If wiring harness is good, it could be either the CPSor the MPEM. Try a new part one at a time. Whentrying a new MPEM, refer to MPEM REPLACE-MENT procedures elsewhere in this section.Otherwise, repair the wiring harness/connectorsbetween AMP connector and the CPS.ReplacementRemove tuned pipe.Unscrew front engine support and slightly lift engineto have access to magneto cover screws.Block engine in this position.Disconnect connector and remove magneto cover.1. Pointer wire2. Feeler gaugeSMR2003_024 _07_03A.FM 07-03-27

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)Remove CPS.F12R0NA11. CPS inside magneto coverApply Loctite 243 on screw threads then install thenew CPS.Reinstall remaining removed parts.MANIFOLD AIR TEMPERATURESENSOR (MATS)If resistance tests good, reconnect the MATS anddisconnect the AMP connector number 4 on theMPEM.Using a multimeter, recheck resistance value betweenterminals 16 and 19.If resistance value is correct, try a new MPEM. Referto MPEM REPLACEMENT procedures elsewherein this section.If resistance value is incorrect, repair the wiringharness/connectors between AMP connector andthe MATS.ReplacementRemove the air intake silencer.Remove the air duct.Disconnect the connector of the MATS.Pull MATS out while turning right and left.Install the new MATS.Reinstall remaining removed parts.WATER TEMPERATURE SENSOR(WTS)F12R0MAPTO SIDE THROTTLE BODY1. Manifold air temperature sensor (MATS)Resistance TestDisconnect the connector from the MATS andcheck the resistance of the sensor itself.The resistance should be between 2280 Ω and2740 Ω .Otherwise, replace the MATS.1F12R0PA1. Water temperature sensor (WTS)Resistance Test1Disconnect the connector from the WTS andcheck the resistance of the sensor itself.The resistance should be between 2280 Ω and2740 Ω .Otherwise, replace the WTS.If resistance tests good, reconnect the WTS anddisconnect the AMP connector number 4 on theMPEM.07-03-28 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)Using a multimeter, recheck resistance value betweenterminals 9 and 11.If resistance value is correct, try a new MPEM. Referto MPEM REPLACEMENT procedures elsewherein this section.If resistance value is incorrect, repair the wiringharness/connectors between AMP connector andthe WTS.ReplacementRemove air/fuel rail retaining screws.Cut locking ties as necessary to allow lifting ofair/fuel rail in order to give access to the temperaturesensor.Disconnect WTS connector and remove WTS.Apply Loctite 518 on WTS threads then install it.Reinstall remaining removed parts.MANIFOLD AIR PRESSURESENSOR (MAPS)F12R0LB 1MAG SIDE THROTTLE BODY1. Manifold air pressure sensor (MAPS)NOTE: This sensor is a dual function device. Whenengine is started and it runs at idle speed, the sensortakes the atmospheric pressure and stores it inthe MPEM. Thereafter, it takes the manifold airpressure at operating RPMS.Ensure sensor is correctly installed in elbow adaptor.Otherwise, the MAPS could generate a faultcode for an unexpected sensor range at idle whenit reads the atmospheric pressure. Ensure the correctconnector is plugged and not mixed with theMAG TPS. Remove sensor and check for oil or dirton its end and if problem persists, check throttleplate condition/position and the wiring harness.Perform the following tests.Voltage TestCheck the MPEM voltage output to the manifold airpressure sensor (MAPS).Disconnect connector from MAPS sensor andconnect a voltmeter between terminal 1 and 3 andalso between terminal 1 and 2 of wiring harness.If voltage test is good, replace the MAPS.If voltage test is not good, check the continuity ofthe MAPS circuit.Resistance TestDisconnect the AMP connector number 3 on theMPEM.Using a multimeter, check continuity of circuits 3-3,3-6 and 3-7.If wiring harness is good, try a new MPEM. Referto MPEM REPLACEMENT procedures elsewherein this section.Otherwise, repair the wiring harness/connectorsbetween AMP connector and the MAPS.ReplacementRemove the air intake silencer.Remove the air duct.Disconnect MAPS connector and remove the MPAS.Install the new MAPS paying attention to index itstab into the adaptor notch.Reinstall remaining removed parts.SMR2003_024 _07_03A.FM 07-03-29

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)EXHAUST GAS TEMPERATURESENSOR (EGT)KNOCK SENSOR (KS)1F12R0QA1F12R0SA1. Muffler2. Exhaust gas temperature sensor (EGT)Resistance TestDisconnect the connector from the EGT and checkthe resistance of the sensor itself.The resistance should be between 2280 Ω and2740 Ω .Otherwise, replace the EGT.If resistance tests good, reconnect the EGT anddisconnect the AMP connector number 4 on theMPEM.Using a multimeter, recheck resistance value betweenterminals 10 and 12.If resistance value is correct, try a new MPEM. Referto MPEM REPLACEMENT procedures elsewherein this section.If resistance value is incorrect, repair the wiringharness/connectors between AMP connector andthe EGT.Replacement2Disconnect EGT connector and remove EGT.Apply Loctite 518 on threads of the EGT then install.Replug connector.1. Knock sensor (KS)Dynamic TestUsing the vehicle communication kit (VCK) withthe B.U.D.S. software, monitor the knock sensorusing the FAULTS section.Start the engine and bring engine RPM above4500 RPM. If no fault code occurs, the knock sensoris good.Otherwise, do the following.Ensure sensor and cylinder head contact surfacesare clean and mounting bolt and washer are correctand properly torqued down.Check the knock sensor resistance.Disconnect the AMP connector number 4 fromthe MPEM.Static Resistance TestUsing a multimeter, check the resistance betweenterminals 2 and 17 on the connector.The resistance should be approximately 5MΩ .Otherwise, check the continuity of the knock sensorcircuit 4-2 and 4-17.If wiring harness is good, try a new MPEM. Referto MPEM REPLACEMENT procedures elsewherein this section.Otherwise, repair the wiring harness/connectorsbetween AMP connector and knock sensor.07-03-30 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)ReplacementUnscrew and remove knock sensor.Clean contact surface, apply Loctite 243 in threadedhole then install the new knock sensor.Torque screw to 20 N•m (15 lbf•ft).CAUTION: Improper torque might prevent sensorto work properly and lead engine to severedamage of internal components.Re-plug connector.RAVE SOLENOIDA quick check can be done as follows. When engineis being stopped, the RAVE valves will open andclose. This can be heard or seen by carefully removingthe caps and feeling the movement with a hand.Another test can be done using the vehicle communicationkit (VCK) with the B.U.D.S. software,using the MONITORING section. Start engine andbring its RPM to approximately 6000 and look atthe RAVE solenoid LED. It should turn on, indicatingthe RAVE system is working on the electronicside. However, pneumatic test still has to be performedto validate the mechanical operation.Install leak test pump (P/N 529 021 800) on hose endand pressurize air line to 69 - 103 kPa (10 - 15 PSI).Wait some time to see if pressure drops. If so,check line for leaks. Otherwise, the solenoid is defectiveand needs to be replaced.Using the vehicle communication kit (VCK) withthe B.U.D.S. software, energize the RAVE solenoidfrom the ACTIVATION section.The pressure should drop when the solenoid is activated.If the solenoid does not work, disconnectthe connector from the solenoid.Install a temporary connector on the solenoid withwires long enough to make the connection outsidethe bilge and apply voltage (12 V) to this testharness.If it does not work, replace the solenoid. Otherwise,proceed with the resistance test below.Reconnect hose to compressor.Unplug the outlet hose from RAVE solenoid.4Leakage/Voltage TestNOTE: The solenoid activates both RAVE valvesat the same time.Unplug the RAVE solenoid supply hose from aircompressor.F12R0RA 1 21. Air compressor2. Disconnect RAVE solenoid supply hoseF12R0TA 31 21. RAVE solenoid2. Supply hose from air compressor3. Check valve4. Outlet hose to RAVE valvesInstall leak test pump on hose end and apply pressure.If pressure can not be held, check hoses forleaks. If hoses test good, connect pump directlyto each RAVE valve nipple and pressurize. If pressuredrops, replace the defective seal inside RAVEvalve.Take into account that the RAVE may be mechanicallystuck in the cylinder slot. Open the RAVEvalve and check for free operation. Refer to EN-GINE section and look in TOP END subsection.SMR2003_024 _07_03A.FM 07-03-31

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)Pressure Relief CircuitWhen RAVE valve is released, the pressure escapefrom this vented hose. If the RAVE valves donot return when the solenoid is released, ensurethe return spring is in good condition, this hose isnot kinked or plugged and that the solenoid allowspressure to bleed there.Although it is not related with RAVE valve operation,we suggest to verify the check valve operationwhich prevents the pressure from goingdown into the crankcase. Install a hose pincher afterthe T-fitting to adequately pressurize the checkvalve portion.3 2IGNITION COILNOTE: The MPEM energizes the primary side ofeach ignition coil individually. It can detect openand short circuit in the primary winding but it doesnot check the secondary winding.Using the vehicle communication kit (VCK) withthe B.U.D.S. software, energize the ignition coilfrom the ACTIVATION section.You should hear the spark occurring. In doubt, use aninductive spark tester or a sealed tester — availablefrom after-market tool/equipment suppliers — to preventspark occurring in the bilge. Otherwise, performthe following checks. WARNINGNever make a spark test with spark plug removed.Flammable vapors may be present inthe bilge and ignited which could cause anexplosion.Primary WindingDisconnect the connector from the ignition coiland check the resistance of the primary circuit.2F12R0TB 11. RAVE solenoid2. Pressure relief hose3. Install hose pincher hereResistance TestReconnect the solenoid and disconnect the AMPconnector number 4 on the MPEM.Using a multimeter, check resistance value betweenterminals 20 and 23.The resistance should be 24 Ω .If resistance value is correct, try a new MPEM. Referto MPEM REPLACEMENT procedures elsewhere inthis section.If resistance value is incorrect, repair the wiringharness/connectors between AMP connector andsolenoid.F12R0UA 3 11. PTO side ignition coil2. Mag side ignition coil3. Primary winding connector07-03-32 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)The resistance should be between .45 - .55 Ω at20°C (68°F).Otherwise, replace the ignition coil.If resistance tests good, reconnect the ignitioncoil connector and disconnect the AMP connectornumber 3 on the MPEM.Using a multimeter, recheck resistance value betweenterminals 21 and 22 for MAG side and terminals20 and 23 for PTO side.If resistance value is correct, try a new MPEM. Referto MPEM REPLACEMENT procedures elsewherein this section.If resistance value is incorrect, repair the wiringharness/connectors between AMP connector andthe ignition coil.Secondary WindingStatic TestNOTE: An ignition coil with good resistance measurementcan still be faulty. Voltage leak can occurat high voltage level which is not detectable withan ohmmeter. A dynamic test is more effective.Remove high tension lead from ignition coil.Using a multimeter, check the resistance betweenthe terminals C and the coil post.The resistance should be between 6800 and10200 Ω at 20°C (68°F).If not within specification, replace the ignition coil.Otherwise, perform the DYNAMIC TEST below.Measure resistance of the high tension leads.They must be as follows. Otherwise, replace thelead.NOTE: It is not necessary to remove the sparkplug cap.IMPORTANT: Always replace leads with genuineparts. Otherwise, fuel injection system operationmay be impaired.MODEL SIDE VALUE OHMRX DI andXP DIGTX DI andLRV DIMAG 5700PTO 4300MAG 5700PTO 4900Dynamic TestUse an ignition coil tester, available from after-markettool/equipment suppliers. WARNINGDo NOT use coil tester on metal work bench.Follow manufacturer instructions.1. With ignition coil removed from craft, hook hightension leads from tester to ignition coil hightension cable.2. Connect 2 smaller tester leads to the primarywinding of ignition coil.1F12H0UA2TYPICAL1. Lead to high tension cable2. Leads to primary winding3. Turn power switch to 12 volts and you shouldobserve spark jumping at a predetermined gapof 7 to 8 mm (.276 to .311 in).If there is no spark, if it is weak or intermittent, thecoil is defective and should be replaced. WARNINGAlways reconnect spark plug cable to its originalspark splug. The cable coming out the edge ofthe electrical box must be connected to theMAG side spark plug. Otherwise, severe backfiremay occur with possible damage to exhaustsystem components. The white tape on the ignitioncoil should match the white tape on thehigh tension cable.Check continuity between ignition coil ground circuitsand engine.SMR2003_024 _07_03A.FM 07-03-33

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)F12R0UB1. MAG side ignition coil at bottom2. Mag side ignition coil wire on edge of electrical box3. Edge of electrical boxNOTE: If PTO ignition coil is replaced, ensure toreinstall the white tape on the new coil if it is notpresent.TDC SETTINGGeneral23Before checking TDC setting with a stroboscopictiming light (dynamic test), it is mandatory toscribe a timing mark on the PTO flywheel (statictest) corresponding to the specific engine.Also, the mark scribed on the PTO flywheel canbe used to troubleshoot a broken magneto woodruffkey.CAUTION: The relation between the PTO flywheelmark position and crankshaft position maychange as the PTO flywheel might move on crankshaftwhen engine is ran. This will result in a falseignition timing reading. Always verify PTO flywheelmark position before checking ignition timingwith an appropriate timing light. If mark doesnot align with tool, repeat static test to ensure flywheelhas not moved before changing the ignitiontiming.NOTE: Do not use the factory mark found on thePTO flywheel to check TDC setting or troubleshootany problems.1Normally TDC setting should not be required. Ithas been set at factory and it should remain correctlyset since every part is fixed and not adjustable.The only time the TDC setting might have tobe changed would be when replacing the crankshaft,the magneto rotor, the CPS, the encoderwheel or the MPEM. If the TDC setting is foundto be incorrect, you should first check for propercrankshaft alignment. This might be the indicationof a twisted crankshaft.With this ignition system, the TDC setting can bechecked with either the engine hot or cold. Also,the TDC setting is to be checked at any RPM withthe timing light. The TDC setting is best checkedat idle speed as it is more accurate and easier thanat higher speed, also it will keep the engine temperaturelower for a longer time. Ensure to properlycool the engine through the flushing fitting.NOTE: When checking the TDC setting, the sparkadvance has to be locked to allow proper verificationof the TDC marks. See TDC SETTING below.Static Test1. Disconnect MAG side spark plug wire and connectwire to grounding device then remove sparkplug.CAUTION: Never crank engine with spark plugsremoved unless spark plug cables are connectedto the grounding device.2. Remove PTO flywheel guard.3. Remove middle screw securing the engine tothe rear engine mount. Reinstall screw with timingmark pointer tool.1F12R1IA1. Timing mark pointer tool (P/N 295 000 135)07-03-34 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)4. Install and adjust a TDC gauge (P/N 295 000 143)in MAG side spark plug hole.5. Ensure to install its roller to allow proper readingof the gauge. Proceed as follows:– Rotate magneto flywheel clockwise until pistonis just Before Top Dead Center.12 36. From this point, rotate magneto flywheel back 1/4turn then rotate it clockwise to reach 7.87 mm(.310 in).NOTE: This specification is of the type “indirectmeasurement” relative to the piston movementsince we are measuring at a 45° angle through thespark plug hole.7. Scribe a thin mark on PTO flywheel aligned withtiming mark pointer tool.NOTE: This mark becomes the reference whenusing the stroboscopic timing light.CAUTION: The static test cannot be used as aTDC setting procedure, therefore, always checkthe TDC setting with a stroboscopic timing light.8. Remove TDC gauge.9. Reinstall spark plug and connect wire.Dynamic TestTo check TDC setting, use Bombardier timing light(P/N 529 031 900).F12R0VA541. Outer ring2. Adaptor lock nut3. Adaptor4. Roller5. Roller lock nut– Install roller on dial gauge end. Ensure to positionroller edge parallel with the dial gaugeface. Secure in this position by tightening rollerlock nut. This will keep the roller in the properaxis for measurement accuracy.– Loosen adaptor lock nut then holding gaugewith dial face directed toward you when youare in line with the crankshaft, screw adaptorin spark plug hole.– Slide gauge far enough into adaptor to obtaina reading then finger tighten adaptor lock nut.– Since we are working with an indirect measurement,ensure that dial gauge face is positionedin the same direction as the connectingrod.– Rotate magneto flywheel clockwise until pistonis at Top Dead Center.– Unlock outer ring of dial and turn it until “0”(zero) on dial aligns with pointer.– Lock outer ring in position.A00B4FASMR2003_024 _07_03A.FM 07-03-35

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)10. Connect timing light pick-up to MAG side sparkplug wire.F00H1QATYPICAL1. Timing light pick-upIMPORTANT: To check the TDC setting, the sparkadvance curve must be locked first. This allows toperform TDC setting at any RPM by keeping theignition timing “frozen” so that it does not varywith engine RPM. See TDC SETTING below formore information.CAUTION: If the spark advance curve is notlocked using B.U.D.S. then a wrong ignition timingwill be seen as the ignition curve does notmatch the locked ignition timing.11. Start engine and check marks at idle speed.Point beam of timing light straight in line withtiming mark pointer.NOTE: Look at the mark at the same angle as itwas scribed so that parallax error is minimized.11CAUTION: If engine is to be run more than a fewseconds, engine must be cooled using the flushkit.NOTE: If mark on PTO flywheel is perfectly alignedwith timing mark pointer, no adjustment is required.If mark does not align with pointer, recheckPTO flywheel mark before performing the TDCsetting to ensure PTO flywheel has not loosen ortightened.TDC SettingGeneralTo correct the TDC setting, the data of the MPEMis changed using the VCK (Vehicle CommunicationKit) (P/N 295 035 844). Look in SETTING sectionof the software B.U.D.S.NOTE: For more information on the VCK, refer toits online help. The MPEM programmer will notwork to perform this operation on the DI engines.CAUTION: If the TDC setting is adjusted too advanced,this will cause serious damage to theengine.AdjustmentIn this operation, the ignition timing light andB.U.D.S. are used to synchronize the MPEM TDCreference with the engine crankshaft. This timingadjustment will affect the timing of ignition as wellas direct injector timings. The aim of the adjustmentis to align the mark on the flywheel with thepointer at idle using the timing light and B.U.D.S.When this is achieved, then the MPEM TDC referenceis synchronized with the engine crankshaft.2134 5F17H08AF06H07A1. Timing light straight in line with pointer1. “Setting” tab2. Ignition section3. “Locked” box4. Current angle in MPEM5. Arrows to change the angle07-03-36 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)1. Choose the Setting tab and look under IGNI-TION OFFSET.2. Check the Locked box to “freeze” the timing atthe correct value.3. The VCK displays the number that is stored inthe MPEM.4. Now click the up or down arrow to change thenumber of the current angle so that the TDCsetting marks align when checking with the timinglight. Each step makes an adjustment of 1/4degree.NOTE: Each time the setting is changed on thescreen, the new value is also changed in theMPEM, so there may be a slow response, do notmake changes too quickly.5. When marks align, uncheck the Locked box tofinish.NOTE: This will write the new value immediatelyin the MPEM. There is no need to press the “Writedata” button to transfer the data to the MPEM unlessother changes were made. However, we recommendto reset the service hours when you performa service action such as the TDC setting.NOTE: The MPEM features a permanent (non-volatile)memory and keeps the TDC setting programmedeven when the watercraft battery is disconnected.Engine Start/Stop Switch VerificationA quick operation test can be done using the vehiclecommunication kit (VCK) with the B.U.D.S. software,using the MONITORING section. Press thestart button and look at the Start button LED. Itshould turn on, indicating the starting system isworking on the input side (start button, MPEM andwiring). You know now the problem is on the outputside (MPEM output signal to starting solenoid, wiringharness going to the solenoid, starter motor. Referto STARTING SYSTEM for testing procedures).Otherwise, check the input side as follows.Disconnect the YELLOW/RED wire of the start/stop switch. Using an ohmmeter, connect testprobes to YELLOW/RED wire and to ground.Measure resistance, it must be an open circuit(switch is normally open). Depress and hold switch,the ohmmeter should read close to 0 ohm. Otherwise,replace switch.If the switch tests good, check continuity of circuits2-8 and 2-12 using a multimeter.If wiring harness tests good, it could be the MPEM.Try a new MPEM referring to MPEM REPLACE-MENT procedures elsewhere in this section.Safety Lanyard Switch VerificationIf 2 short beeps are not heard when installing thesafety lanyard, refer to DIAGNOSTIC PROCEDURES.The following continuity tests can also be performedusing an ohmmeter:Disconnect switch wires.Safety Lanyard RemovedConnect test probes to switch BLACK and BLACK/YELLOW wires. Measure resistance, there shouldbe NO continuity (open circuit).Connect one test probe to the WHITE/GRAY wireand the other test probe to the switch terminal.Measure resistance, it must be close to 0 ohm.Connect one test probe to the BLACK wire and theother test probe to the switch ring. Measure resistance,it must be close to 0 ohm.Safety Lanyard on SwitchConnect test probes to switch BLACK and BLACK/YELLOW wires. Measure resistance, it must beclose to 0 ohm.As the DESS switch also controls the signal wireto the power supply cut-off relay, it should bechecked as described below.Power Supply Cut-Off Relay VerificationWhen the safety lanyard is on its post, the relayallows current to be supplied from the battery tothe RED/PURPLE wire which supplies the MPEMand all the electrical components (except bilgepump which is connected to battery power on XPDI models).When the safety lanyard is NOT on its post, therelay cuts the current supply from the battery tothe MPEM and the electrical components thuspreventing current drain that would slowly dischargethe battery.Test the signal wire to the power supply cut-offrelay as follows:Disconnect DESS switch wires.Connect test probes to switch BLACK and BLACK/PURPLE wires.With safety lanyard NOT on its switch: Measureresistance. There should be NO continuity (open circuit).Otherwise replace DESS switch.SMR2003_024 _07_03A.FM 07-03-37

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)With safety lanyard INSTALLED on its switch:Measure resistance. There should be continuity.Otherwise replace DESS switch.If switch tests good in both checks, do the following.Disconnect the connector on electrical box.Using a voltmeter, perform the following tests:Connect test probes to the small RED wire on thestarter solenoid and on the RED/PURPLE wire fromthe cut-off relay. Reading should be 0 V. Otherwise,replace the cut-off relay.Keeping the test probes on the same wires, connecta jumper wire between the BLACK/PURPLEwire from the cut-off relay and the battery ground.Measure voltage. Reading should be 12 V. Otherwise,check wiring and if it is good, replace the cutoffrelay.If there is no current supply to the electrical componentswhile the DESS switch and the cut-off relaytest good, check the wiring harness. If it testsgood, the MPEM could be suspected. Try a newone.SPARK PLUGSDisassemblyFirst unscrew the spark plug one turn.Clean the spark plug and cylinder head with compressedair then completely unscrew.Heat RangeThe proper heat range of the spark plugs is determinedby the spark plugs ability to dissipate theheat generated by combustion.The longer the heat path between the electrode tipto the plug shell, the hotter the spark plug operatingtemperature will be — and conversely, theshorter the heat path, the colder the operating temperaturewill be.A “cold” type plug has a relatively short insulatornose and transfers heat very rapidly into the cylinderhead.Such a plug is used in heavy duty or continuoushigh speed operation to avoid overheating.The “hot” type plug has a longer insulator noseand transfers heat more slowly away from its firingend. It runs hotter and burns off combustion depositswhich might tend to foul the plug duringprolonged idle or low speed operation.A00E09A1. Cold2. HotCAUTION: Severe engine damage might occurif a wrong heat range plug is used.A too “hot” plug will result in overheating and preignition,etc.A too “cold” plug will result in fouling or may createcarbon build up which can heat up red-hot andcause pre-ignition or detonation.Fouling1 2Fouling of the spark plug is indicated by irregularrunning of the engine, decreased engine speeddue to misfiring, reduced performance, and increasedfuel consumption. This is due to a loss ofcompression. Other possible causes are: prolongedidling, or running on a too rich mixture orincorrect fuel. The plug face of a fouled spark plughas either a dry coating of soot or an oily, glossycoating given by an excess either of oil or of oilwith soot. Such coatings form a conductive connectionbetween the center electrode and ground.Spark Plug InstallationPrior to installation make sure that contact surfacesof the cylinder head and spark plug are free ofgrime.1. Using a wire feeler gauge, set electrode gap accordingto the following chart.2. Apply anti-seize lubricant over the spark plugthreads to prevent possible seizure.07-03-38 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)3. Hand screw spark plug into cylinder head. Then,tighten the spark plug clockwise an additional1/4 turn with a proper socket.12A00E0BA1. Proper socket2. Improper socketENGINESPARKPLUGTORQUEGAPmm (in)DINGKZFR4F-11Hand tighten+ 1/4 turn witha socket1.1(.043)CRANKING SYSTEMSee above for start/stop switch and the DESS posttesting. Refer to STARTING SYSTEM section forother tests.DI SYSTEM TEST SUMMARYPressure TestsCOMPONENTAir compressorFuel pressureregulatorFuel pressureFuel pumpVALUEkPa (PSI)621 ± 14 (90 ± 2) at cranking185 ± 14 (27 ± 2)when installing safety lanyard738 ± 14 (107 ± 2)inline test at cranking orwhen engine is running721 (105) minimum at crankingSMR2003_024 _07_03A.FM 07-03-39

Section 07 ENGINE MANAGEMENT (DI)Subsection 03 (COMPONENT INSPECTION AND ADJUSTMENT)Electrical TestsCOMPONENT CONNECTORFuel pump AMP no. 4TERMINALNUMBERWIRE COLOR26 and terminal B PU/PK24 and terminal D BK/PKFuel injector MAG7 and 13 BL/PU and BL/BKAMP no. 4Fuel injector PTO 8 and 14 GY/PU and GY/BKDirect injector MAG5 and 15 BL/BW and BL/PKAMP no. 4Direct injector PTO 6 and 21 GY/BW and GY/PKThrottle positionsensor MAG(TPS)Throttle positionsensor PTO(TPS)Crankshaft positionsensor(CPS)Manifold airtemperature sensor(MATS)Water temperaturesensor (WTS)Manifold airpressure sensor(MAPS)TPSAMP no. 3TPSAMP no. 4CPS(Deutscheconnector)AMP no. 2VALUE0 ohm (continuity)1.7 - 1.9 ohms1 - 1.6 ohms1 and engine ground PU/BW 5 V2 and engine ground BK/BW 0 - 0.5 V3 and engine ground PU/BW 4.75 - 5 V10 and 14 PU/BW and BK/BW 1600 - 2400 ohms5 and 14 WH/BW and BK/BW 2500 ohms at idle5 and 10 WH/BW and PU/BW 1200 ohms at idle1 and engine ground PU/RD 5 V2 and engine ground BK/RD 0 - 0.5 V3 and engine ground WH/RD 0 V3 and 18 BK/RD and PU/RD 1600 - 2400 ohms1 and 3 WH/RD and BK/RD 1000 ohms at idle1 and 18 WH/RD and BK/RD 2500 ohms at idleTerminal 4 andgroundTerminal 5 andgroundTerminal 6 andgroundTerminal 7 andterminal 6 of CPSTerminal 6 andterminal 5 of CPSTerminal 14 andterminal 4 of CPSBKGY/RDGY/YLGY/YLGY/RDBK0 V (with a small mVtolerance)12 V5 V0 ohm (continuity)AMP no. 4 16 and 19 WH/GY and BK/WH 2280 - 2740 ohmsAMP no. 4 9 and 11 TA/OR and BK/OR 2280 - 2740 ohmsAMP no. 3Terminal 3 andterminal 1 of MAPSTerminal 6 andterminal 3 of MAPSTerminal 7 andterminal 2 of MAPSPU/BLWH/BLBK/BL0 ohm (continuity)07-03-40 SMR2003_024 _07_03A.FM

Subsection 03Section 07 ENGINE MANAGEMENT (DI)(COMPONENT INSPECTION AND ADJUSTMENT)COMPONENT CONNECTORTERMINALNUMBERWIRE COLORVALUEExhaust gastemperature (EGT)AMP no. 4 10 and 12 TA/GY and BK/TA 2280 - 2740 ohmsKnock sensor (KS) AMP no. 4 2 and 17 BK/BL and YL/BL 5 M ohmsRave solenoid (RS) AMP no. 4 20 and 23 PU/GY and BK/GY 24 ohmsIgnition coil MAGIgnition coil PTOHigh tension leadsRX DI and XP DImodelsHigh tension leadsGTX DI and LRV DImodelsAMP no. 3 21 and 22 RE/GN and WH/GN—Coil terminal Cand coil postAMP no. 3 20 and 23 RE/BL and WH/BL—Coil terminal Cand coil post——.45 - .55 ohmsprimary winding6800 - 10200 ohmssecondary winding w/ohigh tension leads.45 - .55 ohmsprimary winding6800 - 10200 ohmssecondary winding w/ohigh tension leadsMAG — — 5700 ohms lead alonePTO — White tape 4300 ohms lead aloneMAG — — 5700 ohms lead alonePTO — White tape 4900 ohms lead aloneSMR2003_024 _07_03A.FM 07-03-41

Section 07 ENGINE MANAGEMENT (DI)Subsection 04 (DIAGNOSTIC PROCEDURES)DIAGNOSTIC PROCEDURES 0GENERALHere is the basic order suggested to diagnose a suspected fuel injection related problem:– Check the chart in TROUBLESHOOTING section to have an overview of problems and suggested solutions.– Check if there is a MAINT signal reported by the vehicle information center. If so, use the VCK (VehicleCommunication Kit) and look for fault codes to diagnose the trouble.– Check all fuses.– Check air/fuel rail pressure.– Check spark plugs condition.– Check if the RAVE valves are stuck.– Check fuel pump pressure.– Check air compressor pressure.Self-Diagnostic ModeIt is self-activated when the safety lanyard cap is being installed on the watercraft post. It gives immediatemonitoring. Refer to the following chart.SIGNAL CAUSE REMEDY2 short beeps(when installing safetylanyard on watercraft post).1 long beep(when installing safetylanyard on watercraftpost or when pressingstart/stop button).1 second beep everysecond intervals.4 short beeps every3 seconds interval for2 hours.A 2 seconds beep every2 seconds intervals.A 2 seconds beep everyminute intervals.A 2 seconds beep every15 minutes intervals.• Safety lanyard is recognized by the MPEM.• Good contact between safety lanyard cap andDESS post.• Bad connection between safety lanyard capand post.• Unprogrammed or defective safety lanyard.• Salt water or dirt in safety lanyard cap.• Engine drowned mode is active.• Safety lanyard has been left on its post withoutstarting engine or after engine was stopped.• Exhaust system overheat.• Ignition is authorized, engine can be started normally.• Remove and replace the safety lanyard on thepost until 2 short beeps are heard to indicate thesystem is ready to allow engine starting.• Use the safety lanyard that has been programmedfor the watercraft. If it does not work, check safetylanyard condition with the programmer. Replacesafety lanyard if reported defective.• Clean safety lanyard cap to remove dirt or saltwater.• Release throttle to cancel this mode.• To prevent battery discharge, remove the safetylanyard from its post.• Refer to COOLING SYSTEM.• Fuel tank level is low.• Refill as soon as possible.• Very low battery voltage.• Refer to CHARGING SYSTEM.• Coolant and exhaust gas temperature sensorsor TPS (throttle position sensor) or CPS• Refer to ENGINE MANAGEMENT.(crankshaft position sensor) malfunction.• MPEM malfunction.• Oil injection reservoir level is low.• Refer to ENGINE MANAGEMENT.• Refill.SMR2003-025_07_04A.FM 07-04-1

Section 07 ENGINE MANAGEMENT (DI)Subsection 04 (DIAGNOSTIC PROCEDURES)FAULT DETECTION AND COMPENSATORY ACTIONSFor a basic overview of the monitoring system and the limp home modes, see OVERVIEW section.COMPONENT FAILURE WARNING SYSTEMSensor FailuresRefers to open or short circuit failures on sensors, drivers, injectors or ignition.PROBLEM INFO CENTER RED LED BUZZERManifold airpressure sensor(MAPS)Manifold airtemperature sensor(MATS)Throttle positionsensor (single TPS)Water temperaturesensor (WTS)BUZZERCODELIMP HOME MODE➀“MAINT” ON OFF 7 Limited RPM“MAINT” ON OFF 7 Limited RPM“MAINT” ON ON 5“MAINT” ON OFF/(ON) 7/(5)Limited RPM(idle speed if bothTPS’s fail)Limited RPM(code 5 if EGT alsofails)Direct injector(single injector)“MAINT” ON OFF 7 Limited RPMFuel injector(single injector)“MAINT” ON OFF 7 Limited RPMIgnition(no firing on one“MAINT” ON OFF 7 Limited RPMcylinder)RAVE solenoid “MAINT” ON OFF 7 Limited RPMStarter solenoid “MAINT” ON OFF 7 Engine may not start.Fuel pump “MAINT” ON OFF 7 Limited RPMExhaust gastemperature sensor(EGT)“MAINT” ON OFF/(ON) 7/(5)Limited RPM(code 5 if WTSalso fails)Fuel level sensor “MAINT” ON OFF 7 NoneDiagnostic cap fault “MAINT” ON OFF 7 NoneKnock sensor “MAINT” ON OFF 7 Limited RPMEngine drownedmode activated(it is not a fault)None None ON 2Engine will not run.Release throttle.07-04-2 SMR2003-025_07_04A.FM

Section 07 ENGINE MANAGEMENT (DI)Subsection 04 (DIAGNOSTIC PROCEDURES)System FailuresRefers to operating conditions outside normal and/or safe ranges such as demand system failures, extremevoltages, over temperature conditions or low fuel/oil levels.PROBLEM INFO CENTER RED LED BUZZERManifold air pressuresensor (MAPS),ATM fault (badatmosphericpressure reading)Throttle positionsensor (single TPS)Throttle positionsensor (dual TPS)Throttle positionsensor(single adaption fault)Throttle positionsensor(dual adaption fault)Sensor supply fault(TPS and MAPS)Encoder (CPS) fault(bad pattern)Low batteryvoltageVery low batteryvoltageHigh batteryvoltageVery high batteryvoltageHigh watertemperatureExhaustover temperatureBUZZERCODELIMP HOME MODE➀“MAINT” ON OFF 7 Limited RPM“MAINT” ON ON 3 Limited RPM“MAINT” ON ON 5 Idle RPMNone OFF OFF 7 None“MAINT” ON OFF 7 Limited RPM“MAINT” ON ON/OFF 5/(7)Limited RPM(code 7 and idle RPMif both in fault)“MAINT” ON OFF 7 Limited RPM“12 V LOW” ON OFF 7 None“12 V LOW”“MAINT”ON ON 5 Limited RPM“MAINT” ON OFF 7 None“MAINT” ON OFF 7 Idle RPM“HI-TEMP” ON ON 1 None“HI-TEMP” ON ON 3 NoneLow oil level “OIL-LOW” ON ON 6 NoneLow fuel level “FUEL-LO” ON ON 5 NoneSetup fault(TDC or TPS not set “MAINT” ON OFF 7 Idle RPMon a new MPEM)MPEM fault “MAINT” ON OFF 7 Engine will not start.➀ To see how the normal operation is recovered from the limp home mode, see the DI FAULT CODESchart elsewhere in this section. Look in column “Normal operation resumes if fault removed and...”.SMR2003-025_07_04A.FM 07-04-3

Section 07 ENGINE MANAGEMENT (DI)Subsection 04 (DIAGNOSTIC PROCEDURES)Buzzer CodeBUZZERCODEBUZZER PATTERNNOTE7ONOFFAlways OFF6ONOFF2 SEC. 15 MIN.2 second beep every 15 minutes2 SEC.58 SEC.5ONOFF2 second beep every 58 seconds3 SEC. 4 short beeps3 SEC.4ONOFF4 short beeps every 3 seconds3ONOFF2 SEC. 2 SEC.2 second beep every 2 seconds21 SEC.ONOFF1 SEC.1 second beep every second1ONOFFAlways ON (continuously beep)F18R0BSVCK(Vehicle Communication Kit)The VCK (Vehicle Communication Kit) (P/N 529035 844) is the primary tool to diagnose fuel injectionrelated problems.B.U.D.S. is designed to allow, among other things,the programming of safety lanyard(s), enteringcustomer information, engine monitoring, sensorinspection, diagnostic options and adjustmentsuch as the Throttle Position Sensor (TPS) and theTDC setting.For more information pertaining to the use of thesoftware B.U.D.S., use its help which contains detailedinformation on its functions. WARNINGIf the computer you are using is connected tothe 110 Vac power outlet, there is a potentialrisk of electrocution when working in contactwith water. Be careful not to touch waterwhile working with the VCK.07-04-4 SMR2003-025_07_04A.FM

Section 07 ENGINE MANAGEMENT (DI)Subsection 04 (DIAGNOSTIC PROCEDURES)Electrical ConnectionsDI Models Through the 6-Pin Connector1 2IMPORTANT: After a problem has been solved,ensure to clear the fault(s) in the MPEM using theVCK. This will properly reset the appropriatecounter(s). This will also records that the problemhas been fixed in the MPEM memory.Many fault codes at the same time is likely to beburnt fuse(s).For more information pertaining to the code faults(state, count, first etc.) and report, refer to B.U.D.S.online help.F12H0DA1. 6-pin adapter2. Connector close to MPEMAfter all connections are done, connect the safetylanyard to the DESS post to activate the communication.IMPORTANT: When using the software B.U.D.S.,ensure that the protocol matching the connectionused is properly selected in “MPI” under “Chooseprotocol” as per the following chart.TYPE OFCONNECTIONDI models throughthe 6-pin connectorIMPORTANT: When using the software B.U.D.S.,with the DI engines, ensure that the protocol “947DI” is properly selected in “MPI” under “Chooseprotocol”.Refer to the tables below for the fault codes you willfind in the B.U.D.S.DI SYSTEM FAULT CODESGeneralADAPTERTO USE6-pinPROTOCOLTO CHOOSE947-DIThe faults registered in the MPEM are kept whenthe battery is disconnected.Be aware that a red light blinking with the MAINTmessage may not be for a fault code. It may be amaintenance inspection reminder. Press and holdthe SET button of the information center for 2 seconds.If the blinking continues, it is a fault code.Use the VCK (Vehicle Communication Kit) to seeit. Otherwise, it was a maintenance reminder.Supplemental Information for SomeSpecific FaultsECU fault code P0606: This code may occur inthe following situations:– Electrical noise is picked up by the MPEM. Ensurethat all connections are in good condition, alsogrounds (battery, MPEM, engine and ignition system),they are clean and well tightened and that allelectronic components are genuine — particularlyin the ignition system. Installing resistive caps,non-resistive spark plug cables (or modifiedlength), non-resistive spark plugs or improperknock sensor wiring/routing may lead to generatethis fault code.– Electrical noise might also lead engine to occasionalcutout without generating a fault codewhen engine is restarted. When looking at thefault code, pay attention to the “count” value inthe software B.U.D.S. A value between 1 and 9confirms an electrical noise problem. A value of10 and above will generate a fault code.– When installing a new MPEM. It is not properlyprogrammed from the factory. The MPEM mustbe returned to be properly “activated”.– If everything is in good condition, replace theMPEM.When using the service action suggested in theFault section of B.U.D.S., the system circuits arereferred as 4-23 for instance. It means AMP connectorno. 4 and the circuit wire no. 23 as found inthe wiring diagram.TPS (Throttle Position Sensor) FaultsFaults which are reported in B.U.D.S. fall into twogroups TPS faults and adaption faults. These aredisplayed on the B.U.D.S. system as TPS OUT OFRANGE and TPS ADAPTION FAILURE.SMR2003-025_07_04A.FM 07-04-5

Section 07 ENGINE MANAGEMENT (DI)Subsection 04 (DIAGNOSTIC PROCEDURES)TPS “OUT OF RANGE” FaultIt is caused by the sensor reading going out of its allowable range. This fault can occur during the wholerange of movement of the throttle.To diagnose this fully, it is recommended to operate the throttle through its full range. It is also recommendedto release the throttle quickly as this may also show up a fault that is intermittent.POSSIBLE CAUSES RESULT ACTIONCheck if wrong connector is connected to TPS. Yes • Fix.Check if sensor is loose. Yes • Fix and reset closed TPS.Inspect sensor for damage or corrosion. Yes • Replace and reset closed TPS.Inspect wiring (voltage test). Failed • Repair.Inspect wiring and sensor (resistance test).Failed• If bad wiring, repair.• If bad TPS, replace and reset closed TPS.Test sensor operation (wear test). Failed • Replace and reset closed TPS.TPS “ADAPTATION FAILURE” FaultIt is caused by the idle position moving out of an acceptable range.POSSIBLE CAUSES RESULT ACTIONSensor has been replaced and TPS closedposition not reset.Throttle body has been replaced and TPSclosed position not reset.MPEM has been replaced and TPS closedposition not reset.YesYesYes• Reset closed TPS.• Reset closed TPS.• Reset closed TPS.Throttle cable too tight. Yes • Fix and reset closed TPS.Sensor is loose. Yes • Fix and reset closed TPS.Throttle bracket is loose. Yes • Fix and reset closed TPS.Idle screw or synchronization screw wornor loose.Yes• Fix and reset closed TPS.07-04-6 SMR2003-025_07_04A.FM

Section 07 ENGINE MANAGEMENT (DI)Subsection 04 (DIAGNOSTIC PROCEDURES)DI System Fault Code ChartFAULT CODEDIAGNOSEDCOMPONENT/SENSOR/CIRCUITECU INTERNALNAMEFAULTDETECTEDFAULT DETECTEDWHILE ENGINERUNNINGFAULT DETECTEDWHILE ENGINENOT RUNNINGNORMAL OPERATIONRESUMES IF FAULTREMOVED AND...SERVICE ACTIONANDPOSSIBLE CAUSESP1100P1101P0201P0202P0351P0352P0335DirectinjectorMAGDirectinjector PTOFuel injectorMAGFuel injectorPTOIgnition coil,primarywindingMAGIgnition coil,primarywinding PTOEncoder(CPS)AIR_INJ_1AIR_INJ_2FUEL_INJ_1FUEL_INJ_2IGN_CYL_1IGN_CYL_2EncoderOpen orshortcircuitOpen orshortcircuitOpen orshortcircuitOpen orshortcircuitOpen orshortcircuit onignitionprimarycircuitOpen orshortcircuit onignitionprimarycircuitWrongpatternsensedYesYesYesYesYesYesYesNoNoNoNoNoNoNoReturn toidleReturn toidleReturn toidleReturn toidleReturn toidleReturn toidleReturn toidleService action:Check for 1 - 1.6 ohm resistance between system circuits 4-15and 4-5. Check for + 12 volts on pin A of injector connector (color).Possible causes:Damaged injector, damaged circuit wires, damaged connector,damaged ECU output pins. ECU failure.Service action:Check for 1 - 1.6 ohm resistance between system circuits 4-21and 4-6. Check for + 12 volts on pin A of injector connector (color).Possible causes:Damaged injector, damaged circuit wires, damaged connector,damaged ECU output pins. ECU failure.Service action:Check for 1.7 - 1.9 ohm resistance between system circuits 4-13and 4-7. Check for + 12 volts on pin A of injector connector (color).Possible causes:Damaged injector, damaged circuit wires, damaged connector,damaged ECU output pins. ECU failure.Service action:Check for 1.7 - 1.9 ohm resistance between 4-14 and 4-8. Checkfor + 12 volts on pin A of injector connector (color).Possible causes:Damaged injector, damaged circuit wires, damaged connector,damaged ECU output pins. ECU failure.Service action:Check for .45 - .55 ohm resistance between system circuits 3-21and 3-22. Check for + 12 volts on pin A of coil connector (color).Possible causes:Damaged coil, damaged circuit wires, damaged connector, damagedECU output pins. ECU failure.Service action:Check for .45 - .55 ohm resistance between system circuits 3-20and 3-23. Check for + 12 volts on pin A of coil connector (color).Possible causes:Damaged coil, damaged circuit wires, damaged connector, damagedECU output pins. ECU failure.Service action:Check for 12 volts on pin 5 and 5 volts on 6 and 0 volts on pin 4 ofencoder harness connector. Check system circuits 2-6, 2-7, 2-14.Possible causes:Damaged sensor, damaged circuit wires, damaged connector,damaged ECU pins. ECU failure. Damaged tooth wheel. Checkcorrect rectifier regulator operation.SMR2003-025_07_04A.FM 07-04-7

Section 07 ENGINE MANAGEMENT (DI)Subsection 04 (DIAGNOSTIC PROCEDURES)FAULT CODEDIAGNOSEDCOMPONENT/SENSOR/CIRCUITECU INTERNALNAMEFAULTDETECTEDFAULT DETECTEDWHILE ENGINERUNNINGFAULT DETECTEDWHILE ENGINENOT RUNNINGNORMAL OPERATIONRESUMES IF FAULTREMOVED AND...SERVICE ACTIONANDPOSSIBLE CAUSESP0120 TPS, PTO TPI_1Sensor outof rangeYesNoReturn toidleService action:Check for 5 volts on pin 1 and 0-0.5 volts on pin 3 and 0 volts onpin 2. Check system circuits 4-1, 4-2, 4-18. Check with throttleclosed the resistance between 1 and 2 is 2000 ohms and between2 and 3 is 1000 ohms and between 1 and 3 2500 ohms. Check forlinear resistance rise when opening throttles. Check physical stopsfor wear.P0220 TPS, MAG TPI_2Sensor outof rangeYesNoReturn toidlePossible causes:Damaged Sensor, damaged circuit wires, damaged connector,damaged ECU pins, ECU failure, damaged or out of alignmentthrottle bodies or sensor.Service action:Check for 5 volts on pin 1 and 4.75-5.0 volts on 3 and 0volts on pin2. Check system circuits 3-5, 3-10, 3-14. Check with throttle closedthe resistance between 1 and 2 is 2500 ohms and between 2 and3 is 2500 ohms and between 1 and 3 1200 ohms. Check for linearresistance rise when opening throttles. Check physical stops forwear.P1102 TPS, PTO TPI_1_ADAPP1103 TPS, MAG TPI_2_ADAPP0116 WTS COOL_SENSP0217 WTS COOL_REDP0110 MATS MCT_SENSThrottlepositionadaptionfailureThrottlepositionadaptionfailureSensor outof rangeOverheatwarningSensor outof rangeYesYesYesYesYesNoNoNoNoNoFull reset.Key offand onFull reset.Key offand onReturn toidleAs soon asfault is notpresentReturn toidlePossible causes:Damaged Sensor, damaged circuit wires, damaged connector,damaged ECU pins, ECU failure, damaged or out of alignmentthrottle bodies or sensor.Service action:Check cable adjustment. Check Idle stop for wear check throttleangles at idle.Possible causes:No initialisation after throttle body or ECU changes throttle idlestop drifted.Service action:Check cable adjustment. Check Idle stop for wear. Check throttleangles at idle.Possible causes:No initialisation after throttle body or ECU changes throttle idle.Stop drifted.Service action:Check for resistance approx. 2280 ohms to 2736 ohms at temperatureof 19 to 21°C (66 to 70°F) between system circuits 4-9 and4-11.Possible causes:Damaged sensor, damaged circuit wires, damaged connector,damaged ECU pins. ECU failure.Service action:Check for debris or blockage in cooling system. Check for resistanceapprox. 2280 ohms to 2736 ohms at temperature of 19 to21°C (66 to 70°F) between system circuits 4-9 and 4-11.Possible causes:Engine overheated, damaged sensor.Service action:Check for resistance approx. 2280 ohms to 2736 ohms at temperatureof 19 to 21°C (66 to 70°F) between system circuits 4-16 and4-19.Possible causes:Damaged sensor, damaged circuit wires, damaged connector,damaged ECU pins. ECU failure.07-04-8 SMR2003-025_07_04A.FM

Section 07 ENGINE MANAGEMENT (DI)Subsection 04 (DIAGNOSTIC PROCEDURES)FAULT CODEDIAGNOSEDCOMPONENT/SENSOR/CIRCUITECU INTERNALNAMEFAULTDETECTEDFAULT DETECTEDWHILE ENGINERUNNINGFAULT DETECTEDWHILE ENGINENOT RUNNINGNORMAL OPERATIONRESUMES IF FAULTREMOVED AND...SERVICE ACTIONANDPOSSIBLE CAUSESP0106 MAPS MAPP0105 MAPS MAP_ATMP1400 EGT EXH_SENSP1401 EGT EXH_REDP0460Fuel levelsensorFUEL_SENSP0230 Fuel pump FUEL_PUMPP0475P1300RAVEsolenoidStartingsystemsolenoid(winding)RAVECRANKSensor outof rangeBadatmosphericreadingSensor outof rangeOverheatwarningSensor outof rangeOpen orshortcircuitOpen orshortcircuitOpen orshortcircuitYesYesYesYesYesYes,shortcircuitYes,openandshortcircuitYes,openandshortcircuitNoNoNoNoNoYes,opencircuitYes,opencircuitYes,opencircuitReturn toidleFull reset.Key offand onReturn toidleAs soon asfault is notpresentAs soon asfault is notpresentReturn toidleReturn toidleAs soon asfault is notpresentService action:Check system circuits 3-3, 3-6, 3-7. Check sensor connector for 5volts on pin 1 and 0 volts on pin 3 and 0 volts on pin 2. CheckSensor housing is correctly inserted into manifold.Possible causes:Check sensing port for dirt or blockage. Sensor failure, unexpectedreading at idle. Sensor fallen out of housing. Leaking Inletsystem, ECU failure.Service action:Check system circuits 3-3, 3-6, 3-7. Check sensor connector for 5volts on pin 1 and 0 volts on pin 3 and 0 volts on pin 2.Possible causes:Check sensing port for dirt or blockage, damaged sensor, damagedcircuit wires, damaged connector, damaged ECU pins. ECUfailure.Service action:Check for resistance approx. 2280 ohms to 2736 ohms at temperatureof 19 to 21°C (66 to 70°F) between system circuits 4-10 and4-12.Possible causes:Damaged sensor, damaged circuit wires, damaged connector,damaged ECU pins. ECU failure.Service action:Check for debris or blockage in cooling system. Check tune pipeinjection valve.Possible causes:Exhaust system overheated, damaged sensor damaged circuitwires.Service action:TBD.Possible causes:Damaged sensor, damaged circuit wires, damaged connector,damaged ECU pins. ECU failure.Service action:Check for resistance of 6-8 ohms between system circuits 4-24and 4-26.Possible causes:Damaged pump, damaged circuit wires, damaged connector,damaged ECU output pins. ECU failure.Service action:Check for resistance of 30 ohms between system circuits 4-23and 4-20.Possible causes:Damaged solenoid, damaged circuit wires, damaged connector,damaged ECU output pins. ECU failure.Service action:Check for resistance of 6ohms between system circuits 3-19 and3-15.Possible causes:Damaged solenoid, damaged circuit wires, damaged connector,damaged ECU output pins. ECU failure.SMR2003-025_07_04A.FM 07-04-9

Section 07 ENGINE MANAGEMENT (DI)Subsection 04 (DIAGNOSTIC PROCEDURES)FAULT CODEP0563P1500P0562P1501P0122P0222BatteryvoltageBatteryvoltageBatteryvoltageBatteryvoltageSensorsupply (TPS,MAG andMAPS)Sensorsupply (TPS,PTO)BV_HI_WARNBV_HI_REDBV_LO_WARNBV_LO_REDXDRP_1XDRP_2P1600 ECU SETUPP0606 ECU ECU_FAULTP0325P1601DIAGNOSEDCOMPONENT/SENSOR/CIRCUITKnocksensorDiagnosticcapECU INTERNALNAMEKNOCK_SENSCOMMS_CAPFAULTDETECTEDBatteryvoltagehighBatteryvoltagevery highBatteryvoltagelowBatteryvoltagevery lowSensor5 voltsupplyfailureSensor5 voltsupplyfailureTDC andECU notinitialisedInternalECU faultsKnocksensorfailureDiagnosticcap is notinstalledon wiringharnessFAULT DETECTEDWHILE ENGINERUNNINGYesYesYesYesYesYesYesYesYes,over4500YesFAULT DETECTEDWHILE ENGINENOT RUNNINGYesYesYesYesYesYesYesYesNoYesNORMAL OPERATIONRESUMES IF FAULTREMOVED AND...As soon asfault is notpresentFull reset.Key off andonAs soon asfault is notpresentReturn toidleReturn toidleReturn toidleReinitialisefromB.U.D.S.Full reset.Key offand onReturn toidleAs soon asfault is notpresentSERVICE ACTIONANDPOSSIBLE CAUSESPossible causes:Battery failure, rectifier failure, battery terminal connection.Possible causes:Battery failure, rectifier failure, battery terminal connection.Service action:Check fuse.Check system circuits 3-25 to battery + terminal, 2-26 to regulator2 pin connector pin A, 2-25 to regulator 2 pin connector pin B.Possible causes:Battery failure, rectifier failure, damaged circuit wires, batteryterminal connection, damaged magneto, damaged connectors.Service action:Check fuse, check system circuits 3-25 to battery + terminal, 2-26to regulator 2 pin connector pin A, 2-25 to regulator 2 pin connectorpin B.Possible causes:Battery failure, rectifier failure, damaged circuit wires, batteryterminal connection, damaged magneto, damaged connectors.Service action:Check for shorts to ground or corrosion on the following systemcircuits 3-10 or 3-3.Possible causes:Damaged circuit wires, associated sensor failure (TPI 2 or MAP),ECU fault.Service action:Check for shorts to ground or corrosion on system circuit 4-18.Possible causes:Damaged circuit wires, associated sensor failure (TPI 1), ECUfault.Service action:Initialize ECU.Possible causes:ECU not initialised, TDC not setup, throttle sensors not initalised.Service action:Check ignition leads, coils and correct spark plugs, replace ECU.Possible causes:Incorrect software, ignition noise causing errors, internal EE-PROM failure.Service action:Bring engine to 4500 RPM. If fault code appears, check for resistanceapprox. 4.8 ohms between system circuits 4-2 and 4-17.Possible causes:Damaged sensor, damaged circuit wires, damaged connector,damaged ECU pins. ECU failure.Service action:Reinstall cap on wiring harness.Possible causes:Cap is not installed on wiring harness.07-04-10 SMR2003-025_07_04A.FM